EP3848267B1 - Vehicle fitted with shock absorbers for transporting passengers on a track with variable slope and facility comprising said vehicle - Google Patents

Description

TECHNICAL FIELD OF THE INVENTION

The present invention relates to the field of passenger transport and, more particularly, to a vehicle fitted to a transport installation and which is moved in a guided manner, by sliding or rolling, on a path of uniform or variable inclination while being moved by one or several cables.

Such a transport installation is, for example, a funicular installation running on a railway, an equivalent installation running on a non-railway with vehicles on tires, or even a vertical or inclined lift installation.

PRIOR ART

The invention relates more specifically to the damping of the kinetics of the vehicle during deceleration occurring, in particular, during sudden braking in exceptional circumstances or in an emergency situation, for example, in the event of a major malfunction. of the vehicle drive device, or else, in the event of the vehicle overspeeding or falling following a break in one or more of the traction cables.

Thus, the document FR3012121 describes an emergency braking system for a transport installation comprising at least one vehicle towed by cable, traveling on an inclined track, and provided with two retractable claws each cooperating with a rack positioned parallel to the track to constitute a parachute brake. This vehicle is equipped with an on-board assembly comprising two identical damping units dedicated, respectively, to each of the two racks. These units consist of a shock absorber body intended to be linked to the vehicle and of a movable member guided relative to the shock absorber body along a linear trajectory between at least one standby position and a damping stroke end. The two units are controlled by a common safety PLC which activates them in response to a detection of exceeding the speed of vehicle deposit. The damping units are active in case of activation of the parachute brake, but are unusable in case of emergency braking without activation of the parachute brake, for example if the vehicle comes into abutment with a buffer located at the lower end of the track, or if the vehicle's traction cable is suddenly decelerated.

The document JPH10167626 describes a variant of the previous inclined lift in which the damping means are positioned between a frame part linked to the cable and carrying the cabin, and a frame part carrying the parachute brake and connected to the previous one by a shock absorber. The frame part carrying the parachute brake is located under the part carrying the cable, which allows the cabin to be cushioned if necessary when the vehicle comes into contact with a limit stop buffer at the lower end of the way. But the shock absorber has no effect on a sudden deceleration by stopping the traction cable.

Furthermore, the damping means described in this document are intended for transport installations whose tracks are admittedly inclined but whose slope is generally constant.

However, in installations where the tracks have a variable inclination, while the attitude of the cabin must remain horizontal throughout the journey, it is also necessary to guarantee that in the event of emergency braking or sudden stopping, its damping is progressive, reliable and effective, and remains within the deceleration ranges prescribed by law, both for horizontal acceleration and for vertical acceleration, and this regardless of the position on the track.

DISCLOSURE OF THE INVENTION

In this context, the aim of the invention is to propose a technical solution making it possible to manage the mechanical and kinematic constraints resulting from such specifications.

Thus, the invention aims to integrate into a transport installation comprising a vehicle traveling on an inclined track and towed by one or more cables, for example, an inclined elevator or funicular installation, means of energy absorption making it possible to gradually decelerate the cabin in various cases of emergency braking initiated, for example, by braking the traction cable or cables, or by activating a parachute brake or even, when the vehicle arrives in abutment against a buffer of the installation or against an obstacle encountered on the track.

The invention also aims to allow the integration of such energy absorption means in an installation whose inclination is not constant. This object is achieved according to the invention by means of a vehicle for transporting people on an inclined track of a cable transport installation, said vehicle comprising a carriage capable of rolling on the track while being towed by a cable traction of the transport installation, a cabin support carried by the trolley, an on-board braking device and a shock absorber connected to the on-board braking device and to the support of the cabin and capable of transforming kinetic energy from the cabin support in heat when the cabin support moves relative to the on-board braking device along a damping path in a damping direction, characterized in that the on-board braking device is integral with the truck and the vehicle further comprises a connection slide between the cabin support and the carriage to guide a movement of the cabin support relative to the carriage along the damping path.

According to an advantageous characteristic, the damping trajectory is rectilinear.

According to a preferred embodiment of the invention, the carriage is provided with at least one set of wheels to run on the track, the set of wheels defining a rolling plane, the damping path preferably being parallel on the rolling plane.

According to another characteristic, the carriage is provided with an interface for connecting to the traction cable.

According to an optional variant embodiment, the vehicle further comprises a cabin and a pivot connection between the cabin and the cabin support.

Preferably, this pivot link is mounted under the cabin floor.

According to yet other optional characteristics, the vehicle comprises a device for maintaining the attitude of the cabin, preferably comprising at least one set of one or more rotating rollers intended to cooperate with at least one auxiliary rail of the installation for provide guidance and cabin attitude correction.

According to another alternative embodiment, the carriage is provided with a buffer intended to come, in the event of an emergency, into ultimate contact with a stopper at a lower end of the track.

The damper can be of any type allowing energy dissipation, in particular by solid friction, plastic deformation of a material, or by electromagnetic or hydraulic means. Naturally, multiple-use energy dissipation means will be preferred, which can, after an emergency stop that caused them to be triggered, be restarted by bringing the car support back into the operational position. According to a particularly advantageous embodiment, the damper is a long-stroke hydraulic cylinder, having a stroke greater than 1 m, and preferably greater than 1.8 m. Naturally, this stroke may vary considerably depending on the characteristics of the installation, in particular in terms of speed and inclination, as well as in terms of regulatory requirements, depending for example on whether it is a lift installation inclined, a funicular or an attraction installation.

According to other particular variants, the braking device on board the trolley comprises a parachute brake or a track brake.

According to one embodiment, the vehicle comprises a locking device for locking the shock absorber or for locking the cabin support in position relative to the carriage as long as a triggering condition is not fulfilled, and for releasing the shock absorber or the car support when the trigger condition is met. This ensures that the shock absorber is only active when necessary, and does not interfere with the normal operation of the installation, for example in phases of embarkation or disembarkation, or movement below the prescribed acceleration limits.

The triggering condition may be determined as a function of one or more sensors, in particular speed, vertical or horizontal acceleration, or inclination, or simply a malfunction alert. The triggering condition may be a threshold overrun for a sensor, or be a more complex condition, for example a function of two parameters such as the speed or the acceleration and the inclination. The triggering condition may also be determined by interlocking between the locking device and a braking mechanism on board the vehicle, in particular an emergency brake, parachute brake or track brake or a speed limiter or between the locking device and a collision detector (for example a detection cable stretched at the lower end of the carriage). The sensor can also be integrated into the lock, by providing that a force exceeding a given threshold on the lock causes a change of state of the lock, preferably reversibly.

The sensor can also be integrated into a release push button or any release control of the on-board emergency braking device.

The locking device may include a lock disposed directly between the carriage and the cabin support. Alternatively or additionally, the locking device may comprise a locking bolt in position of a movable member of the shock absorber relative to a body of the shock absorber, one of the two shock absorber elements constituted by the movable member of the shock absorber and the body of the shock absorber being fixed to the carriage and the other of the two shock absorber elements being fixed to the cabin support.

Preferably, there is provided a device for repriming the shock absorber capable of moving the cabin support relative to the carriage in the direction opposite to the direction of damping up to the operational position. This device preferably has motor means, which may or may not be independent of the shock absorber. It may be for example an electric motor acting via a kinematic chain of mechanical transmission between the carriage and the cabin support. It can also be a device acting on the damper itself. By example, in the case where the shock absorber comprises a hydraulic jack, it is possible to supply the hydraulic chamber of the jack with a pump.

Another object of the invention is a passenger transport installation comprising a lower station, an upper station, an inclined track connecting the lower station and the upper station, at least one traction cable, at least one stationary training device of the traction cable, and at least one vehicle able to run on the inclined track and being towed by the traction cable, characterized in that the vehicle is a transport vehicle having the characteristics described above. By lower station and upper station, we designate here two stations located at different altitudes, whether they are end of route stations or intermediate stations.

According to a variant embodiment of this installation, the transport vehicle is equipped with a parachute brake or track brake and is capable of cooperating with a stationary braking rail of the transport installation. This braking rail may in particular be a rail having a friction surface for a friction brake of the vehicle, or a rack rail into which is inserted a finger or a retractable locking hook, integral with the carriage.

According to another variant, a lower end of the track is provided with a stopper capable of coming, in the event of an emergency, into contact with a buffer carried by the carriage of the transport vehicle.

According to yet another variant, the track has a non-constant inclination. If necessary, the vehicle can in this case comprise a cabin and a pivot connection mounted under the floor of the cabin between the cabin and the cabin support and a device for maintaining the attitude of the cabin, preferably comprising at least one set of one or more rotating rollers intended to cooperate with at least one auxiliary rail of the installation to ensure the guidance and the correction of the attitude of the cabin.

Preferably, the installation comprises at least one attitude maintaining rail with which a cabin attitude maintaining device cooperates, comprising at least one set of one or more rotating rollers intended to cooperate with the trim holding rail of the installation.

According to another specific variant of the installation, the stationary cable drive device comprises a cable braking system.

The vehicle of the invention provides both balanced and stable support for the cabins on the track and high-performance damping capacity, in the event of braking or sudden stopping, which ensures progressive and optimal deceleration.

The installation of the invention makes it possible to transport passengers on journeys and ascending trajectories of complex profiles and geometries and, in particular, on tracks of uniform or variable inclination such as parabolic tracks, while preserving passenger comfort and guaranteeing their safety in all circumstances.

BRIEF DESCRIPTION OF FIGURES

• [Fig. 1] est une vue d'ensemble d'une installation de transport comprenant une voie de pente variable sur laquelle se déplace un véhicule selon l'invention.
• [Fig. 2A] est une vue de côté d'un mode de réalisation d'un véhicule selon l'invention dans une position correspondant à un tronçon de pente minimale de la voie inclinée et avant amortissement.
• [Fig. 2B] est une vue de côté du véhicule de la figure 2A dans la même position mais après amortissement.
• [Fig. 3A] est une vue de côté d'un mode de réalisation d'un véhicule selon l'invention dans une position correspondant à un tronçon de pente maximale de la voie inclinée et avant amortissement.
• [Fig. 3B] est une vue de côté du véhicule de la figure 3A dans la même position mais après amortissement.
• [Fig. 4] est une vue de face du véhicule des figures 2A et 3A.
• [Fig. 5] est une vue schématique d'un circuit hydraulique de commande d'amortissement du véhicule des figures précédentes, intégrant un dispositif de verrouillage hydraulique de l'amortissement du véhicule.
• [Fig. 6] est une vue schématique d'un autre mode de réalisation d'un dispositif de verrouillage de l'amortissement du véhicule.
• [Fig. 7] est une vue schématique d'un troisième mode de réalisation d'un dispositif de verrouillage de l'amortissement du véhicule.

Other characteristics and advantages of the invention will become apparent on reading the description which follows, with reference to the appended figure detailed below.

• [ Fig. 1 ] is an overall view of a transport installation comprising a track of variable slope on which a vehicle according to the invention moves.
• [ Fig. 2A ] is a side view of an embodiment of a vehicle according to the invention in a position corresponding to a section of minimum slope of the inclined track and before damping.
• [ Fig. 2B ] is a side view of the vehicle from the figure 2A in the same position but after amortization.
• [ Fig. 3A ] is a side view of an embodiment of a vehicle according to the invention in a position corresponding to a section of maximum slope of the inclined track and before damping.
• [ Fig. 3B ] is a side view of the vehicle from the Figure 3A in the same position but after amortization.
• [ Fig. 4 ] is a front view of the vehicle from figure 2A and 3A .
• [ Fig. 5 ] is a schematic view of a hydraulic damping control circuit of the vehicle of the preceding figures, incorporating a hydraulic locking device for the damping of the vehicle.
• [ Fig. 6 ] is a schematic view of another embodiment of a vehicle damping locking device.
• [ Fig. 7 ] is a schematic view of a third embodiment of a vehicle damping locking device.

For greater clarity, identical or similar elements are identified by identical reference signs in the text and in the figure.

Naturally, the embodiments of the invention, illustrated by the appended figures and described below, are given only by way of non-limiting examples. It is explicitly provided that it is possible to propose and combine different modes to propose others.

DETAILED DESCRIPTION OF AN EMBODIMENT

The vehicle 1 object of the invention is intended to ensure the transport of passengers in a transport installation T which is, in this embodiment, an elevator installation of uniform or variable inclination, but could also be a funicular, even an attraction installation.

In the embodiment illustrated by the figure 1 , this installation T here comprises a curvilinear track V of variable slope delimiting a parabolic path between an upper end station S2 and a lower end station S1. The lower end of track V, below station S1, is provided here with a buffer B to ensure the ultimate stop and immobilization of vehicle 1 in the event of a break in the cable or a major malfunction of the 'facility.

In this embodiment and as illustrated, in particular, by the Figures 2A, 2B (with a strong inclination) and 3A, 3B (with a slight inclination), the track V comprises, for example and in a traditional manner, a railway line with two parallel rails R1, R2, on which the vehicle 1 travels.

The vehicle 1 comprises a carriage 10 able to run on the track V while being towed by at least one traction cable C1 of the transport installation T, a cabin 11 and a support 120 of the cabin 11 carried by the carriage 10 To this end, the carriage 10 is provided with an interface for connecting to the traction cable C1. The vehicle 1 further comprises a pivot connection 12 between the cabin 11 and the support 120 of the cabin 11. This pivot connection 12 is mounted under the floor of the cabin 11, as illustrated, in particular, by the figure 2A and 3A .

The vehicle 1 has a symmetrical structure with respect to its median vertical plane so that the means described below are located in duplicate, on either side of the vehicle and of the track, as illustrated by the figure 4 .

If necessary, the vehicle 1 will include several cabins coupled or integral with a common support. Cable C1 is driven in the traditional manner by at least one stationary drive device such as a motor (not shown).

The vehicle 1 further comprises an on-board braking device 14 and a shock absorber 13 linked to the on-board braking device and to the support 120 of the cabin 11, as illustrated, in particular, by the figure 2A and 3A . This damper 13 is able and intended to transform the kinetic energy of the cabin support 120 into heat when this support moves relative to the on-board braking device 14 following a damping trajectory in a damping direction, oriented here towards the down.

The damper 13 is here a long-stroke hydraulic cylinder, having a stroke greater than 1 m and, preferably, greater than 1.8 m. The other parameters of this damper will be determined according to various parameters and, in particular, to the mass of vehicle 1 (with the load of its passengers), its inertia and the reference speeds.

The transport installation T is also equipped with a fixed braking system (not shown) which completes the braking device on board the vehicle 1 and which is integral with its infrastructure and coupled to the drive device of the traction cable C1 . The braking means, respectively fixed and on-board 14, are, for example, in accordance with those described and illustrated in the patent application FR3079223A1 .

Thus, the fixed braking system integrated into the installation T consists, for example, of two parallel racks (not shown) extending over the entire length of the track V, each close to one of the two rails R1, R2 of the track while the braking device 14 on board the vehicle 1 consists of a parachute brake (visible in particular on the figure 2A and 3A ).

According to a specific aspect of the invention, the on-board braking device 14 is integral with the carriage 10 and the vehicle 1 further comprises a sliding connection 12 between the support 120 of the cabin 11 and the carriage 10 to guide a sliding movement of the support. 120 cabin relative to the carriage 10 along the damping path. In the embodiment of the invention illustrated by the figures, the damping path is rectilinear and the sliding link 12 extends parallel to the track V.

The carriage 10 is provided with at least one set of wheels 1a, 1b for running on track V, the set of wheels defining a rolling plane and the damping path being preferably parallel to this plane of rolling.

The vehicle of the invention is equipped with a device for maintaining the attitude of the cabin 11. This device preferably comprises at least one set of one or more rotary rollers 111 intended to cooperate with at least one auxiliary rail C2 of the installation to provide guidance and trim correction for cabin 11. These rollers 111 are mounted in the lower part of the structure of cabin 11, on the side opposite track V.

As illustrated by the figure 1 , as track V rises, traction cable C1 and auxiliary trim cable C2 move away from each other and, conversely, approach each other in the lower part of the track V. Therefore, the set of rollers 111 is preferably provided with a rocker joint allowing the tracking of the cable C2 along its curve.

The carriage 10 is provided, in the lower part, with a buffer 101 intended to come, at the end of the emergency run, into ultimate contact with the stopper B located at the lower end of the track V. In the embodiment illustrated by the figures, the cabin support 120 here has a triangular profile whose top is connected, via an X axis, to a bracket 110 extending under the floor of the cabin 11. The slide 12 is, for its part, consisting, for example, of a groove made at the base of the support 120 which is slidably engaged in a rib integral with the carriage 10. The reverse configuration is however possible without departing from the scope of the invention.

In the event of emergency braking (by opening the parachute brake 14 of the carriage 10 or activation of the fixed braking system of the installation T) or sudden stopping of the carriage 10 on the buffer B, in particular, in the event of major malfunction of the installation or breakage of one of the cables, and due to the kinetic energy of the vehicle 1, the support 120 of the cabin 11 slides downwards in the slide 12. This sliding is slowed down by the damper 13 which absorbs the kinetic energy of the vehicle 1 to control its deceleration.

The balance of the vehicle 1 and, in particular the attitude of the cabin 11, is preserved, even in the event of braking or emergency stopping of the vehicle, thanks to the control of the deceleration of the support 120 by the shock absorber 13 via the slide 12, which guarantees passenger comfort and safety.

On the figure 2A and 3A , the vehicle 1 is in the normal transit phase on two sections of track V with different inclinations, respectively of 70° and 20° relative to the horizontal. The support 120 is in the high position on the slide 12 and the damper 13 is then at rest.

The figure 2B and 3B correspond to the same vehicle 1 traveling on the same sections of track V as those of the figures 2A and 2B but in a sudden slowdown or emergency stop situation. In this case, the support 120, due to the inertia of the vehicle 1, is driven downwards on the slide 12, but the damper 13 partially absorbs its kinetic energy by heat dissipation and then slows down the movement of the support 120 and therefore of the cabin 11. The stopping of the cabin 11 then takes place gradually.

On the figure 5 a hydraulic circuit 200 for controlling the hydraulic damper 13 has been illustrated, which comprises a variable-volume chamber 201 secured to the carriage 10 and in which slides a piston 202 secured to the support 120 of the cabin 11. The variable-volume chamber 201 is connected to a tank 203 via a damping control valve 204 and a pressure drop 205. Optionally, a filling control valve 206 makes it possible to connect the variable volume chamber 201 to a pump 207.

By default, the damping control valve 204 isolates the variable volume chamber 201, and the fill control valve 206, if present, links the damping control valve to the pressure drop 205. A circuit 208, controlled by an accelerometer 209 positioned on the carriage 10, causes the change of state of the damping control valve 204 in the event of a deceleration threshold of the carriage 10 being exceeded. A manual control 210 allows, when stopped, to activate the pump 207 and the filling control valve 206 to fill the variable-volume chamber 201 and bring the mobile support 120 of the cabin 11 back to the operational position.

This allows the hydraulic damper 13 to be activated only when necessary. The activation time, not exceeding a few milliseconds, is short enough for the permissible acceleration threshold in cabin 11 not to be exceeded.

The device of the figure 5 is only one of the various solutions envisaged for locking the cabin support 120 relative to the carriage 10 in position in the operational position in the absence of sudden deceleration. Alternatively, provision can be made for the damping control valve 204 to be directly controlled by the hydraulic pressure in the variable-volume chamber 201, or more generally by a mechanical or hydraulic signal representative of an overrun of a force threshold between the variable volume chamber 201 and piston 202.

It is possible to provide other types of locking between the chamber 201 and the piston 202 of the damper 13, for example by means of a mechanical lock 304 rather than a hydraulic one, as illustrated in the figure 6 . It is also possible to provide a lock 404 placed directly between the cabin support 120 and the carriage 10, as illustrated in the figure 7 . In all cases, the triggering of the locking will be controlled according to a triggering condition relating to the need for damping. This triggering condition may be determined according to one or more sensors, in particular speed, vertical or horizontal acceleration, inclination, or simply a malfunction alert, or by more specific sensors, for example a sensor cable break or an obstacle sensor. Also falling within the scope of the sensors envisaged are mechanisms performing interlocking between the lock 204, 304, 404 and an emergency brake, parachute brake or track brake or a speed limiter.

Naturally, various modifications are possible.

Maintaining the attitude of the cabin 11 can be ensured by any appropriate means, and in particular by purely mechanical passive means or motorized active means, controlled by a signal representative, for example, of the horizontality of the cabin. Such a variant would be particularly suitable for an implementation of the invention in an attraction installation in which the trim of the cabin is deliberately modified during the journey.

Claims (15)

1. Vehicle (1) for transporting people on a sloping track (V) of a cable transport facility, said vehicle comprising a carriage (10) suitable for traveling on the track (V) while being pulled by at least one pull cable (C1) of the transport facility, a cabin support (120) carried by the carriage (10), an on-board braking device (14), and a shock absorber (13) connected to the on-board braking device (14) and to the cabin support (120) and suitable for converting kinetic energy of the cabin support (120) into heat when the cabin support (120) moves relative to the on-board braking device (14) from an operational position along a shock absorption path in a shock absorption direction, characterized in that the on-board braking device (14) is rigidly connected to the carriage (10) and the vehicle further includes a sliding connection (12) between the cabin support (120) and the carriage (10) to guide a movement of the cabin support (120) relative to the carriage (10) along the shock absorption path.
2. Vehicle according to claim 1, characterized in that the shock absorption path is rectilinear, and in that the carriage (10) is preferably provided with at least one set (1a, 1b) of wheels for traveling on the track (V), the set(s) (1a, 1b) of wheels defining a traveling plane, the shock absorption path preferably being parallel to the traveling plane.
3. Vehicle according to either of the preceding claims, characterized in that the carriage is provided with a connection interface to the pull cable (C1).
4. Vehicle according to any of the preceding claims, characterized in that the vehicle further includes a cabin (11) and a pivot connection (12) between the cabin (11) and the cabin support (120), the pivot connection preferably being mounted under the cabin floor (11).
5. Vehicle according to claim 4, characterized in that it comprises a device for maintaining the position of the cabin, preferably including at least one set of one or more rotary rollers (111) intended to cooperate with at least one auxiliary rail (C2) of the facility in order to guide and correct the attitude of the cabin (11).
6. Vehicle according to any of the preceding claims, characterized in that said carriage (10) is provided with a buffer (101) intended, in the event of an emergency, to come into ultimate contact with a stop (B) at a lower end of the track (V).
7. Vehicle according to any of the preceding claims, characterized in that said shock absorber (13) is a long-stroke hydraulic cylinder, having a stroke greater than 1 m, and preferably greater than 1.8 m.
8. Vehicle according to any of the preceding claims, characterized in that the braking device (14) on board said carriage (10) comprises a parachute brake or a track brake.
9. Vehicle according to any of the preceding claims, characterized in that it includes a locking device (204) for locking the shock absorber (13) or for locking the cabin support (120) in an operational position relative to the carriage (10) as long as a trigger condition is not fulfilled, and for releasing the shock absorber (13) or the cabin support (120) when the trigger condition is fulfilled, the locking device preferably including a lock arranged directly between the carriage (10) and the cabin support (120), the locking device preferably including a lock (204) for locking a movable member (202) of the shock absorber (13) in position relative to a body (201) of the shock absorber (13), one of the two shock absorber elements consisting of the movable member (202) of the shock absorber (13), and the body (201) of the shock absorber (13) being fixed to the carriage (10) and the other of the two shock absorber elements (202, 201) being fixed to the cabin support (120).
10. Vehicle according to any of the preceding claims, characterized in that it includes a resetting device (206, 207) for the shock absorber (13) that is suitable for moving the cabin support (120) relative to the carriage (10) in the opposite direction to the shock absorption direction as far as the operational position.
11. Facility (T) for transporting people comprising a lower station (S1), an upper station (S2), a sloping track (V) connecting the lower station (S1) and the upper station (S2), at least one pull cable (C1), at least one stationary device for driving the pull cable, and at least one vehicle (1) which is suitable for traveling on the sloping track (V) while being pulled by the pull cable, characterized in that the vehicle is a transport vehicle (1) according to any of the preceding claims, the stationary drive device preferably comprising a braking system of the pull cable (C1).
12. Facility according to claim 11, characterized in that the transport vehicle is designed according to claim 8, and the parachute brake or track brake (14) is suitable for cooperating with a stationary braking rail of the transport facility.
13. Facility according to either claim 11 or claim 12, characterized in that the transport vehicle is designed at least according to claim 6, and in that a lower end of the track (V) is provided with a stop (B) which is suitable for coming into contact with the buffer (101) in order to ultimately stop the vehicle (1).
14. Facility according to any of claims 11 to 13, characterized in that the vehicle is designed at least according to either claim 4 or claim 5 and the track has a non-constant slope.
15. Facility according to claim 14, characterized in that the vehicle is designed according to claim 5, and the facility comprises at least one position-maintaining rail (C2) with which the set of one or more rotary rollers (111) cooperates.

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