RU2805336C2 - Turning structure and cable way installation containing such structure - Google Patents

Abstract

FIELD: cable way.

SUBSTANCE: suspension structure for installing a cable way of the type containing at least one traction rope. The structure comprises an inlet and an outlet connected, respectively, to a generally rectilinear upstream section (3A-1; 5A-1; 9A-1) and a further downstream section (3A-2; 5A-2; 9A-2) ways for transporting the installation of the cable way. The structure supports an intermediate section curved at least in projection onto a horizontal plane of the conveyance path between the inlet and outlet. The structure additionally comprises one active vehicle guide at least in the transverse direction on the first part (A; B) of the curved intermediate section (3A-3; 5A-3; 9A-3), while said first part (A; B) passes as a whole along the part of the spiral or the curve formed by the orthogonal displacement of the part of the spiral, at least in the projection on the horizontal plane or the middle plane containing the specified input and the specified output, and one active traction rope guide between the input (A) and the output (D), configured to deflect the specified rope at least in the transverse direction.

EFFECT: cable way installation can be used in an urban or suburban environment, cable way vehicles can quickly move along the line without compromising passenger comfort.

17 cl, 28 dwg

Description

The present invention relates to an overhead structure of the type comprising an inlet and an outlet which are connected, respectively, to an upstream portion and a downstream portion of an overhead rope conveyor line, each of which extends generally rectilinearly at least in projection on a horizontal plane, wherein these upstream and downstream sections are connected to each other by an intermediate section curved in this horizontal plane, the structure further comprising at least one side guide that acts on at least the first part of the intermediate section .

Constructions of this type are used, in particular, for the interconnection of a line section located upstream and a line section located further downstream, each of which runs in accordance with a rectilinear contour in projection onto the horizontal plane, when these corresponding contours form relative to each other the angle in this horizontal plane, or horizontal angle. In other words, such structures are used to guide the intermediate part of the line in accordance with the contour of the turn.

Document FR2882321 describes a high-flow landing station for a continuous-motion overhead rope transport system with detachable seats, which comprises a transfer path for guiding and transporting seats detached from the load-carrying rope, the transfer path being divided into a supply section, a departure section, a parallel supply section, and an intermediate section, curved by 180°, connecting the supply section with the departure section. The intermediate section contains a first bend and a second bend of different curvature, while the second bend associated with the delivery section is formed by a part of the clothoid with a radius of curvature greater than the radius of curvature of the first bend associated with the supply section. The transmission path is between two installation transport paths that are parallel to each other. The supply section is connected to one of these tracks, while the departure section is connected to the other. The seats travel through the transmission path at a slow speed, typically at approximately 0.5 meters per second, allowing skiers to land on the fly. This landing is provided close to the interface with the direct line of the departure section. The result is improved seat behavior before boarding and flexibility when boarding with a large capacity.

From document DE 19704825 it is also known to install a mono-cable ropeway, in which the intermediate part of the load-bearing traction rope is guided on stands distributed along a curved path by means of rotating rollers. These rollers are designed to be retracted one by one as vehicles pass by. When retracting, the roller releases the load-bearing traction rope from its grip. The latter is then guided by the roller of the next post, which has not yet been retracted, and by the roller of the previous post, which has already taken its position before being retracted.

In principle, the installation described in document DE 19704825 is satisfactory. However, in practice this installation is limited to monocable ropeways on the one hand and rather weak corner grips on the other hand. In the case of a large horizontal angle between the upstream part of the line and the downstream part of the line, the arrangement in question becomes limiting since it requires the provision of a very long curved intermediate section.

The installation in question therefore cannot be used in urban or suburban environments where dimensional constraints are important and double-cable ropeways are preferred. Additionally, in such an environment, cable cars must be efficient, meaning that vehicles can move quickly along the line without compromising passenger comfort.

The present invention aims to improve this situation.

A suspended structure is proposed for installing a ropeway of a type containing at least one traction rope. The structure contains an inlet and an outlet provided for connection, respectively, with a generally straight upstream section and a downstream section of the ropeway installation's transportation path. The structure contains an intermediate section, curved at least in projection onto the horizontal plane, connected to the inlet and outlet. The structure also includes at least one active vehicle guide in at least a transverse direction on a first portion of at least a curved intermediate portion. Said first portion extends generally along the radioid or pseudo-radioid portion at least in projection onto a horizontal plane or midplane containing said inlet and said outlet. The structure also contains at least one active guide of the traction rope between the input and the output, configured to deflect said rope at least in the transverse direction between said input and said output.

Providing one or more parts in the shape of a radioid, in particular a clothoid, along a bend allows the line route to be optimized. Assuming a constant speed of passing vehicles, it is possible to make an optimal turn taking into account its overall size, while respecting the limit values regarding, for example, lateral acceleration or jerk. First of all, it is possible to more accurately approach these values, which allows, in comparison with classical installations, either to reduce the overall size of the turning structure at the same speed of vehicles, or to increase this speed with the same overall size.

Also proposed is an overhead rope transport installation containing at least one structure such as the one proposed above.

The present invention will be better understood by reference to the detailed description below, given in conjunction with the drawings in which:

- in fig. 1 is a perspective view of a swing structure according to the present invention;

- in fig. 2 is a top view of the structure of FIG. 1;

- in fig. 3 partially shows the design of the rotation according to FIG. 1;

- in fig. 4 is a top view corresponding to FIG. 3;

- in fig. 5 and 6 show part of FIG. 3;

- in fig. 7 is a detailed view of VII from FIG. 5 without a vehicle;

- in fig. 8 is a detailed view of VII from FIG. 5 with a vehicle;

- in fig. 9 is a top view of the portion of FIG. 3 without guide rail;

- in fig. 10 is a detailed view of X in FIG. 9;

- in fig. 11 is a front view of the vehicle chassis in engagement with the turning structure of FIG. 1;

- in fig. 12 shows a part from FIG. 3 without vehicle and guide rail;

- in fig. 13 is a detailed view of XIII of FIG. 12 without a vehicle and with the rollers retracted;

- fig. 14 is similar to FIG. 13 with a vehicle;

- in fig. 15 is a graphical representation of the vehicle path along the turn structure of FIG. 1;

- in fig. 16 is a graphical representation of the change in vehicle deflection angle over time along the turn structure of FIG. 1;

- in fig. 17 is a graphical representation of the change in the radius of curvature of the vehicle path along the turn structure of FIG. 1;

- in fig. 18 is a graphical representation of the time variation of the lateral acceleration experienced by the vehicle's center of gravity along the turn structure of FIG. 1;

- in fig. 19 is a graphical representation of the time variation of the jerk experienced by the vehicle's center of gravity along the turning structure as a function of time;

- in fig. 20–28 show graphic images of the structure in projection onto the middle plane.

Graphic materials contain elements with specific reference numbers. Thus, they can not only serve to describe the present invention, but also help define it, if necessary.

Consider FIG. 1 and 2.

A rope installation for transporting vehicles, in this case a ropeway type, comprises a transport line with a first movement path or forward path along which at least one load-bearing rope 3A and a first traction rope branch or forward path 5A runs. The installation includes a suspension structure 7, which is involved in maintaining in the air at least part of the support rope 3A and the forward running branch 5A in accordance with the contour of the line. This suspension structure is here supported by a plurality of posts 8. The installation here further comprises an additional support rope or second support rope 9A, which extends along the straight path and is also supported at least partially in the air by the structure 7.

In this case, the transport line of the cable car installation also contains a second movement path or a reverse path, similar to the forward path. Along this return path there are ropes similar to the ropes of the forward path, namely the first support rope 3B, the second haul rope leg or return line 5B, and the second support rope 9B. The first support rope 3B, the return path 5B and the second return path support rope 9B are supported in the air according to the contour of the line at least partially by the structure 7.

The structure 7 also provides a deflection of the direction at least in the transverse direction of the ropes of the forward path between the part located earlier in the direction of travel and the part located further along the direction of travel, which run generally straight at least in the vicinity of the structure 7, at least in projection on the horizontal plane. Thus, the contour of the line contains a part of rotation that connects two parts of this contour, which are generally rectilinear at least in projection onto the horizontal plane. Structure 7 directs the straight path ropes to the turning part of the line contour.

Likewise, the structure 7 also provides a deflection in the direction of the ropes of the return path between an upstream portion running generally parallel to the downstream portion of the forward path and a downstream portion running generally parallel to the upstream portion. the movement path of part of the straight path. The structure 7 also guides the reverse path ropes to the turning portion of the line contour, which turning portion is similar to the turning portion of the forward path.

In the embodiment that is described in this document, the structure 7 deflects the ropes of the forward path and the return path as a whole in a horizontal plane. Design 7 provides horizontal line deflection without vertical deflection.

The support rope 3A includes an upstream portion 3A-1 that extends along a first portion of the line outline and a downstream portion 3A-2 that extends along a second portion of the line outline. The first part of the line contour and the second part thereof extend generally in a straight line at least in the vicinity of the structure 7 and in projection onto the horizontal plane. The first portion of the line contour and the second portion thereof extend in a substantially horizontal plane and are inclined relative to each other at an angle Alpha 11. In the horizontal plane, the downstream portion 3A-2 of the first support rope 3A is inclined at an angle Alpha 11 relative to the upstream portion 3A-2 movement of part 3A-1 of this rope. In the example illustrated here, the Alpha 11 angle is approximately 30 degrees.

At least earlier in the direction of travel from the structure 7 and further downstream from it, the forward running rope branch 5A runs generally parallel to the first support rope 3A and the second support rope 9A. The forward run 5A includes an upstream portion 5A-1 and a downstream portion 5A-2 inclined horizontally at an angle Alpha 11 relative to its upstream portion 5A-1, while the second support rope 9A includes an upstream portion 9A-1 and a downstream portion 9A-2 which is inclined horizontally at an angle Alpha 11 relative to its upstream portion 9A-1.

Likewise, the structure 7 allows the upstream portion of the return path to be deflected toward the downstream portion of the return path, in particular the upstream portion 5B-1 of the return branch 5B toward the downstream portion 5B- 2, the upstream portion 3B-1 to the downstream portion 3B-2 of the third support rope 3B and the upstream portion 9B-1 to the downstream portion 9B-2 of the fourth support rope 9B.

Consider FIG. 3 and 4.

A rotation structure, for example structure 7 of FIG. 1 and 2, contains a vehicle guide located between a part of the travel path located earlier in the direction of travel, for example, a forward path, generally rectilinear, and a part located further down the direction of travel, generally rectilinear and inclined horizontally relative to the one located earlier in the direction of travel. parts, for example at angle Alpha 11, shown in FIG. 1 and 2.

The vehicle guide includes a curved rail 100 extending along the turning portion of the line contour. Upon entering a turn, each vehicle 200 that travels along a straight path engages a curved rail 100 at its first end. Upon exiting a turn, the vehicle 200 disengages from the curved rail 100 at its second end opposite the first. The curved rail 100 guides the vehicle in a transverse direction.

The turning structure also includes a rolling path for the vehicle 200 connecting an upstream portion of the travel path with a downstream portion. The rolling path includes a first curved beam or outer beam 300 that connects an upstream portion of the support rope, such as an upstream portion 3A-1 of the first support rope 3A in FIG. 1 and 2, with its downstream portion, for example the downstream portion 3A-2. The rolling path here also includes a second curved beam, or an inner beam 400 similar to the outer beam 300, for an additional running path support rope, for example, a second straight running path support rope 9A in FIG. 1 and 2.

At the entrance to the turn, at least in the vicinity thereof, the vehicle 200 disengages from one or more support ropes, for example the first support rope 3A and the second support rope 9A of the forward path, to roll along the rolling path, in this case along the upper surface outer beam 300 and the top surface of the inner beam 400. While rolling along this path, the vehicle 200 is guided laterally along the curved path by the curved rail 100. The rolling path, and in particular the outer beam 300 and the inner beam 400, are not involved at least At least in this embodiment, in the lateral direction of the vehicle 200 in a turn.

The outer beam 300 and the inner beam 400 also support their support rope relative to the contour of the line, not only in its upstream and downstream portions, but also in the curved intermediate portion. The outer beam 300 and the inner beam 400 participate in maintaining their respective rope in the air. These beams 300 and 400 also laterally guide their respective rope along the swing path.

The swing structure also includes a deflection mechanism for the traction rope, such as the forward run branch 5A of FIG. 1 and 2, between the upstream part 5A-1 and the downstream part 5A-2 at an angle to each other in the horizontal plane. This deflection mechanism includes a number of guide members 500 distributed along the rotation path and acting on the intermediate portion 5A-3 of the forward running line 5A of the traction rope. These elements 500 participate in supporting and guiding the forward stroke branch 5A in its line contour at least on the intermediate portion 5A-3.

In this case, the deflection mechanism operates only in the horizontal plane. At the entrance to and exit from the turn in each case there is a support 600, typically containing one or more rollers mounted for rotation, which helps to maintain the traction rope in the air, in this case supporting it on a supporting structure such as structure 7 in FIG. 1 and 2.

The inner beam 400, the outer beam 300, the curved rail 100, and the intermediate portion 5A-3 of the straight running traction rope branches 5A run generally parallel to each other in the turn.

Consider FIG. 5.

At the entrance to the turn (position A5), the part of the forward path of the hauling rope 5A adjacent to the generally straight upstream part 5A-1 of this branch, or the entry part 5A-31, is guided along the profile passing through the part of the clothoid. The input portion 5A-31 ends at position B5 in FIG. 5.

At the exit of the turn (position D5), a portion of the forward path of the haulage rope 5A adjacent to the generally straight downstream portion 5A-2 of this branch, or exit portion 5A-32, is guided along a profile passing through the clothoid portion. The output portion 5A-32 starts at position C5 in FIG. 5. In this case, the output portion 5A-32 is symmetrical with the input portion 5A-31.

Between the input portion 5A-31 and the output portion 5A-32, the connecting portion 5A-33 of the forward traction rope branch 5A (positions B5 to C5) is guided along a profile extending along a circular arc. The radius R0 of this circle corresponds to the radius of the clothoid profile at the end adjacent to the entrance portion 5A-31. This radius R0 also corresponds to the radius of the clothoid profile at the end adjacent to the outlet portion 5A-32. Each portion that extends along the clothoid profile provides a continuous transition between the infinite radius of curvature corresponding to the straight portion upstream or downstream and the radius of curvature R0 of the connecting portion 5A-33.

On the input portion 5A-31, the output portion 5A-32 and the connecting portion 5A-33, the direction of the forward running branch 5A of the traction rope, for example, is carried out by elements such as the guide elements 500 in FIG. 3 and 4, distributed along the profile under consideration.

In this case, the vehicle 200 is held in the grip on the forward path of the hauling rope by an attachment 202, which is located substantially to the right of the center of inertia of the vehicle 200. The center of inertia thus follows a path similar to the profile of the hauling rope 5, in particular at the turn.

The curved rail 100 provides lateral guidance to the vehicle 200. The curved rail 100 is offset orthogonally with respect to the profile of the forward running rope leg 5A. The curved rail 100 guides the vehicle 200 to turn along a path so that the center of inertia of the vehicle 200 follows the profile of the straight run of the hauling rope 5A on its curved portion 5A-3.

Near one of its ends, the curved rail 100 includes a first portion or entry portion 102 similar to the entry portion 5A-31 of the traction rope 5. The entry portion 102 is generally shaped along a portion of the pseudo-clothoid, that is, along a curve formed by an orthogonal offset parts of the clothoid. In this case, the clothoid portion in question corresponds to the clothoid-shaped profile of the inlet portion 5A-31 of the forward run of the traction rope branch 5A. This orthogonal displacement essentially corresponds to the orthogonal displacement between the straight run of the traction rope leg 5A and the curved rail 100.

Near the other of its ends, the curved rail 100 includes a second portion or output portion 104 similar to the output portion 5A-32 of the forward haul rope leg 5A. The outlet portion 104 generally has a shape extending along a portion of the pseudo-clothoid formed by the orthogonal displacement of the outlet portion 5A-32 of the forward run of the traction rope branch 5A. The input portion 102 and the output portion 104 are symmetrical to each other.

Between the entry section 102 and the exit section 104, the curved rail 100 includes an intermediate section 106, one end of which is connected to the entry section 102, and the opposite end is connected to the exit section 104. The intermediate portion 106 is similar to the connecting portion 5A-33 of the forward running rope branch 5A. The intermediate portion 106 has a shape extending along a circular arc formed by the orthogonal displacement of the connecting portion 5A-33 of the forward running traction rope branch 5A.

Here, the curved rail 100 is extended on its input portion 102 (upstream from position A5) and on its output portion 104 (downstream from position D5) by a first straight portion 108 and a second straight portion 110, respectively.

The rail has a profiled shape. It can be made at least in part by bending different radii or by forging so as to give the profile a curvature in accordance with the parts described. It can also be carried out by assembling elements having profiles mated in such a way as to best fit the parts in question. If necessary, at least some of these elements can be bent. The bending radius can be determined to be as close as possible to these parts. At least some of these elements may themselves have profiles formed by welding.

Consider FIG. 6.

Each of the outer beam 300 and the inner beam 400 includes an input portion 302 or 402 (positions A300 to B300 for one and positions A400 to B400 for the other), similar to the input portion 5A to 31 of the forward traction rope branch 5A. Each section 302, 402 generally extends along a portion of the pseudo-clothoid, that is, along a curve formed by the orthogonal displacement of the portion of the clothoid. In this case, the considered part of the clothoid corresponds to the clothoid of the input section 5A-31 of the forward running branch 5A of the traction rope. This orthogonal displacement essentially corresponds to the orthogonal displacement between the forward traction path branch 5A and the first forward path support rope 3A, on the one hand, and, on the other hand, the forward traction path branch 5A and the second forward path support rope 9A, above and further along the direction of travel from the turn.

Likewise, each of the outer beam 300 and the inner beam 400 includes an outlet portion 304 or 404 (positions C300-D300 for one and positions C400-D400 for the other), similar to the outlet portion 5A-32 of the forward running rope leg 5A. Each outlet portion 304, 404 generally extends along a portion of the pseudo-clothoid formed by the orthogonal displacement of the outlet portion 5A-32 of the forward haul rope leg 5A.

In this case, each of the outer beam 300 and the inner beam 400 also includes an intermediate portion 306 or 406 (B300-C300 for one and B400-C400 for the other), which is connected at one end to the beam entry portion 302 or 402, and at the opposite end with its output portion 304 or 404. Each intermediate portion 306 or 406 has a shape extending along a circular arc formed by the orthogonal displacement of the connecting portion 5A-33 of the forward running rope branch 5A.

In this case, each of the outer beam 300 and the inner beam 400 is extended from the side of its entrance section 302 or 402 (formerly in the direction of movement from position A300 for one, and from position A400 for the other) and from its exit section 304 or 404 (formerly in the direction of travel from position D300 for one and from position D400 for the other) by the first straight section 308 or 408 and the second straight section 310 or 410, respectively.

The outer beam 300 and the inner beam 400 may be formed as a curved rail 100, in particular by bending, forging or assembling curved elements.

Consider FIG. 7–10.

Each of the first straight section 308 of the outer beam 300 and the first straight section 408 of the inner beam 400 includes an upper surface on which two longitudinal segments are distinguishable.

In the first segment 412 near the upstream portion of the transport path, the upper surface of the inner beam 400 is configured as a rope support, in this case the upstream portion 9A-1 of the second load-bearing rope 9A of the forward path. The first segment 412 is configured as a portion referred to in the art as a support shoe. The upper surface of the first segment 412 is shaped like a half arc that rises toward the downstream portion of the track.

On a second segment 414 adjacent to the first segment 412 and remote from the upstream portion of the track, the inner beam 400 is configured to gradually deflect downward the second support rope 9A on the upper surface of this second segment 414. This upper surface of the second segment is also configured as rolling surface for vehicle 200.

The first straight section 408 of the inner beam 400 is made in this case from an elongated beam element 416. The part of this element that corresponds to the second segment 414 contains an upper surface made in the form of an inclined plane descending from the corresponding upper surface to the first segment 412.

At the portions corresponding to the first segment 412 and the second segment 414, the beam element 416 includes, in its upper surface, a rope rig 418 in which a second support rope 9A is housed. The second support rope 9A extends substantially along the top surface of the beam element 416.

In the middle region of the inclined plane, this beam element 416 is connected to the end of the rest of the inner beam 400, providing passage for the second support rope 9A. For this purpose, the end of the rest of the inner beam 400 is shaped as a bevel. The second support rope 9A follows the beam element 416, which leads it to the bottom surface of the inner beam 400. There, guide members 419 in the form of segments of rope equipment support the intermediate portion 9A-3 of the second support rope 9A in the rotation portion of its line contour.

The upper surface of the inner beam 400 includes a rolling platform 420, which in this case covers at least partially the upper surface of one or more profiled elements assembled to form at least partially the inner beam 400. At one of its ends, this platform 420 is interrupted near the top of the first segment 412. There, the upper surface of the rolling platform 420 extends along a plane that is slightly inclined and elevated as it moves toward the upstream end of the second segment 414. Near this end, the upper surface of the rolling platform reaches its apex, that is, the mark of its constant height along the turn. From this top to the end of the rest of the inner beam, the platform 420 extends at the same height. In the example embodiment shown here, the platform 420 is configured in several sections, namely a first section 420-1, which essentially corresponds to the first beam element 416, a second section 420-2, which essentially corresponds to a second beam element, like a first beam element 416 for a second straight section 410, and a third section 420-3 that extends over the largest portion of the inner beam 400 and is connected to its first section 420-1 of the landing 420 and the second section 420-2.

Along the first section 420-1 of the platform 420, two transition angles 421, formed symmetrically on both sides of the rope equipment 418, contain at their respective apex a narrow, essentially horizontal rolling surface.

The outer beam 300 is made similar to the inner beam 400. The elements of the outer beam are designated by positions similar to the positions of the elements of the inner beam 400, but one hundred smaller.

When the vehicle 200 engages with the turn structure 7, it rolls first on the upstream portions 3A-1 and 9A-2 of the first support rope 3A and the second support rope 9A of the forward path by means of main rollers (not shown 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 rims of these main rollers are flush with the rolling surfaces of the angles 321 and 421 transitions. As the vehicle 200 moves along the second segments 314 and 414, the main rollers disengage with the first support rope 3A and the second support rope 9A of the forward path due to the latter gradually being deflected downward. Thus, the vehicle 200 rolls along the transition corners 321 and 421 until, near the downstream end of the second segments 314 and 414, additional rollers of the vehicle 200 (not shown in these figures) are level with the slightly inclined plane of the first sections 320 -1 and 420-1 platforms 320 and 420 rolling. Starting therefrom, and through intermediate portions 306 and 406 of the outer beam 300 and the inner beam 400, the vehicle 200 rolls on the raceways 320 and 420 by means of these additional rollers. The second segment 314 of the first straight segment 308 of the outer beam 300, and a similar segment 414 of the inner beam 400, form a transition zone between the rolling of the vehicle 200 on the support ropes and the rolling along the path formed by the rest of the outer beam 300 and the inner beam 400. In contrast, rolling on supporting ropes, in which the groove of the main rollers guides the vehicle 200 along these ropes, rolling along the path of the outer beam 300 and the inner beam 400 freely in the transverse direction. Lateral guidance of the vehicle 200 is provided by the curved rail 100. It is important that the vehicle 200 engages the curved rail 100 essentially the moment it disengages from the support ropes. Therefore, the curved rail 100 begins near the point where the support ropes are deflected downward in the first straight sections 308 and 408.

The second straight sections 310 and 410 of the outer beam 300 and the inner beam 400 are made similar and symmetrical to the first straight sections 308 and 408 of these beams. Thus, at the end of the turn, the vehicle 200 re-engages with the support ropes.

Consider FIG. eleven.

It shows the upper part, or chassis 205, of the vehicle 200, through which the vehicle 200 is connected with the support ropes, in this case the first support rope 3A and the second support rope 9A of the forward path, and the traction rope, in this case a branch thereof 5A forward stroke.

The chassis 205 includes a pair of additional rollers 204, each of which rolls on the platform 320 or 420 of the outer beam 300 and the inner beam 400, respectively. The chassis 205 also includes a pair of main rollers 206, each of which engages with one of the first support rope 3A and the second support rope 9A of the straight path. The chassis 205 also includes a clamp 202 for connecting to the forward running rope leg 9A.

Proximate to the clamp 202, the chassis 205 includes a guide roller 208 that is rotatably mounted. This guide roller 208 engages a longitudinal groove 120 of the curved rail 100. This groove 120 extends along the general direction of the curved rail 100, in this case along two pseudo-clothoid portions connected to each other by a circular arc portion. It is this engagement of the guide roller 208 with the groove 120 that allows the vehicle 200 to be guided laterally through a turn.

Consider FIG. 12.

Each haul rope guide 500, in this case its forward run branches 5A, includes a corresponding rotating roller 502 with which the haul rope engages. The guide elements 500 are mounted on a support structure, which is not shown, with rotational distribution. These elements 500 are arranged on the support structure such that their respective point of contact 504 with the forward run of the support rope 5A is located along a certain profile. This profile corresponds to the profile described for the forward running rope branch 5A, in particular in connection with FIG. 7.

Thus, there is provided a first subassembly 500-1 of elements 500 distributed with the possibility of directing the forward stroke branch 5A of the traction rope on the input part 5A-31, a second subassembly 500-2 of the elements 500 distributed with the possibility of directing the forward stroke branch 5A on the input portion 5A-32 exit, and a third subassembly 500-3 of elements 500 distributed to be directed in a horizontal direction by the forward stroke branch 5A on the connecting part 5A-33. In this case, a pair of guide elements 500-4 is also provided, located earlier in the direction of travel and further along the direction of travel from the turn. Vertical guidance is provided at least in part by an upstream roller 602 and a downstream roller 604.

Thanks to this distribution of the guide elements 500, the forward run of the traction rope branch 5A is guided into a turn along a profile generally extending along the inlet portion of the clothoid and the outlet portion of the clothoid, these parts being connected to each other by a portion in the form of a circular arc. Between two adjacent guide elements 500, a straight rope run 5A extends along a straight profile. The forward running branch 5A of the traction rope runs generally along the path of the center of inertia of the vehicle, through segments whose ends are located along this path.

Consider FIG. 13 and 14.

As the vehicle 200 moves into a turn, the rollers 502 of the guide members 500 are alternately retracted to allow passage of the chassis 205 of the vehicle 200. Likewise, these rollers 502 are alternately returned to their position after passing the chassis 205.

The retraction of each roller 502 is provided by a corresponding mechanism within the corresponding guide member 500. In this case, this mechanism operates to retract the rollers 502 in accordance with an essentially rotary motion. Alternatively, this mechanism retracts the rollers 502 in accordance with the forward movement. Such a mechanism is described, for example, in document FR 3050425, given solely by way of non-limiting example.

Description of Fig. 3–14, performed above in relation to the forward path of an overhead rope transport line, is similarly valid for the return path of this line. In all possible cases, in these figures, elements of the reverse path are indicated with links to similar elements of the forward path, in appropriate cases, with the letter “A” replaced on these links by the letter “B”.

Consider FIG. 15.

The first curve 180 represents the trajectory of the center of mass of a vehicle, such as the vehicle 200 described in connection with the previous figures, along a turn. The x-axis corresponds to the general direction of the path ahead of the turn, at least near the turn. The y-axis is perpendicular to the x-axis in the horizontal plane.

In this first curve 180, a first part 181, positions A-B, in the form of a part of the clothoid corresponding to the vehicle's trajectory in the corner entry portion, and a second part 182, positions C-D, symmetrical to the first part 181 are distinguishable. This second part corresponds to the trajectory vehicle in the exit section of the turn. Between positions B and C, the third portion 183 in the form of a circular arc corresponds to the path of the vehicle in the connecting portion of the turn, between the entry and exit portions. Position E corresponds to the turning chord point.

For comparison, a second dotted curve 185 is shown representing an imaginary circular arc path for a similar turn (same entry location, same exit location).

Consider FIG. 16.

The third curve 190 represents the change in the deviation angle Agi, expressed in degrees, from the center of gravity of the vehicle as a function of time t, expressed in seconds. The vehicle moves in this case at a constant speed. This speed may be the rated speed of the haul rope or a reduced speed. As an example, its magnitude is on the order of several meters per second, typically from 2 meters per second to 8 meters per second.

This third curve 190 includes a first portion 191, positions A-B, and a second portion 192, positions C-D, which correspond to a turn-in portion and a turn-out portion, respectively. The third part 193, positions B-C, corresponds to the connecting portion.

The deflection angle Agi changes symmetrically on the first part 191 and the second part 192. On the third part 193, the deflection angle Agi changes linearly. This change is typical for a trajectory in the form of a circular arc described at a constant speed.

In position B, the deflection angle reaches the Alpha value, which corresponds to the inclination relative to each other of the tracks earlier in the direction of travel and further along the direction of movement from the turn.

Consider FIG. 17.

The fourth curve 200 here represents the change in the radius of curvature R, expressed in meters, of the trajectory curve of the vehicle's center of gravity as a function of the distance d traveled from the entrance to the turn, expressed in meters.

This fourth curve 200 includes a first portion 201, up to position B, and a second portion 202, from position C, which correspond to a turn-in portion and a turn-exit portion, respectively. The third part 203, positions B through C, corresponds to the connecting portion.

The absence of positions A–B is noted, both of which are reduced to infinity, since earlier in the direction of travel and further along the direction of travel from the turn the vehicle follows a straight path. The first portion 201 and the second portion 202 exhibit a clothoid path property that facilitates a continuous transition between an infinite radius of curvature and a finite radius value, in this case the value of R0.

The third part 203 demonstrates the constancy of the radius of curvature in the connecting section, characteristic of a circular arc path. On this third part 203, the radius of curvature is equal to the value R0, which corresponds to the radius of curvature at the end of the clothoid part (first part 201) and at the beginning of the clothoid part (second part 202).

Consider FIG. 18.

The fifth curve 210 here represents the change, from corner entry (position A), of the vehicle's lateral acceleration Ace, expressed in g (9.8 meters per second squared), at the vehicle's center of gravity as a function of time t, expressed in seconds. . The vehicle moves at a constant speed.

This fifth curve 210 includes a first portion 211, positions A-B, and a second portion 212, positions C-D, which correspond to a turn-in portion and a turn-exit portion, respectively. The third part 213, positions B through C, corresponds to the connecting portion.

The first part 211 and the second part 212 demonstrate that on the clothoid parts, the vehicle is subjected to acceleration, which increases and decreases accordingly. The third part 213 demonstrates the constancy of the acceleration Acc as the vehicle passes through the circular arc part.

The lateral acceleration of the vehicle remains less than the maximum acceleration value Amax along the turn. This Amax value results, for example, from regulatory requirements.

Consider FIG. 22.

The sixth curve 220 here represents the change in jerk time Jrk, that is, the time derivative of the lateral acceleration Acc, expressed in g per second (9.8 meters per second cubed), at the center of gravity of the vehicle, from the entrance to the turn (position A) until exiting it (position D). The vehicle moves at a constant speed.

This sixth curve 220 includes a first portion 221, positions A-B, and a second portion 222, positions C-D, which correspond to a turn-in portion and a turn-exit portion, respectively. The third part 223, positions B through C, corresponds to the connecting portion.

The first part 221 and the second part 222 demonstrate that the vehicle is subject to constant jerking on the clothoid parts. The third part 223 demonstrates that the jerk is zero when the vehicle passes through the circular arc part.

This consistency of jerk across the clothoid parts is especially useful for determining the dimensions of the swing structure. It allows you to comply with regulations regarding jerk or lateral acceleration limits by staying as close to these values as possible. This allows you to design a curve that can be navigated quickly while complying with current regulations. This can also be seen as a way of optimizing the distance required to travel from one straight section to another straight section inclined horizontally with respect to the first, for a given angle of inclination and speed of passage of vehicles.

At least in theory, the circular arc path section that connects the sections in the clothoid parts is optional. However, this part is of interest from the point of view of the comfort of vehicle occupants. It can advantageously be designed so that the constant value of lateral acceleration achieved at the intermediate portion 213 of the curve 210 corresponds to the maximum acceleration value acceptable to passengers, for example the value Amax.

In fig. 15–17 also show an intermediate circular arc path, useful for making guide and rolling elements of a structure. In this part of the circular arc, the turn will be shorter, but, for example, there will not be enough space for retracting the rollers 502 of the guide elements 500, while the latter must generally correspond to the limiting angle of deflection of the traction rope elements on each roller 502.

The above description relates to the case of deviation of a path extending generally in a horizontal plane, in particular when part of the path upstream from the turn and part of the path further downstream from the turn are essentially at the same height. Thus, the direction of the vehicle preferably occurs in one plane, in particular in the horizontal plane.

In some cases it may be desirable to increase or decrease the height of the vehicle when turning, for example when the vehicle path is along the edge of a mountain. The present invention then provides that the vehicle is guided along a path, planar or not, which when projected onto a plane, such as a horizontal plane or midplane, at least partially passes through a portion of the clothoid.

The method for constructing this middle plane will now be described.

Consider FIG. 20.

Consider curve 230, representing any rotation in space.

Consider FIG. 21.

Curve 240 represents the rotation corresponding to curve 230 on the first vertical plane 242. A portion 244 is discernible which represents the portion of vertical deflection, or the downstream portion of the end located in this first vertical plane 242. This first vertical plane 242 corresponds to the downstream plane. along the direction of movement of the load-bearing surface of the ropes.

Consider FIG. 22.

Curve 250 represents the rotation corresponding to curve 230 on the second vertical plane 252. Discernible is a portion 254 that represents the upstream portion of the vertical deflection, or the upstream portion of the end located in this second vertical plane 252. This second vertical plane 252 corresponds to the plane located earlier in the direction of movement of the load-bearing surface of the ropes.

Consider FIG. 23.

Curve 260 represents rotation as projected onto a plane perpendicular to the z-axis, hence the horizontal plane.

Between positions I and II, a portion 262 representing a lateral deflection portion or a central portion is distinguishable. This area is located outside the projection plane. This area may not be flat or located in any plane.

Position I denotes the boundary point between the downstream end section and the central section. Position II marks the boundary point between the central section and the section located earlier in the direction of travel.

Consider FIG. 24.

For each upstream and downstream end section, starting from position point I or position II, a first horizontal line 270 in the first vertical plane 242 and a second horizontal line 272 in the second vertical plane 252 can be traced.

The first horizontal line 270 and the second horizontal line 272 do not intersect.

Consider FIG. 25.

A vertical segment 280 can be traced that is interconnected with the first horizontal line 270 and the second horizontal line 272. 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 between the position point I and the position point II. This is the difference in the central section, in a sense, the difference in turning.

Consider FIG. 26.

It is possible to connect the position point I and the position point II to each other by the first inclined line 290 in the first vertical plane 242 and the second inclined line 292 in the second vertical plane 252 so that the first angle 294 between the first inclined line 290 and the first horizontal line 270 is equal to the second angle 296 between the second inclined line 292 and the second horizontal line 272.

The first inclined straight line 290 and the second inclined straight line 292 are connected to each other at a point (position III) of the vertical segment 280.

Consider FIG. 27 and 28.

The middle plane 300 is defined as a plane passing through the position points I, II and II.

It is in this middle plane 300 or in the horizontal plane that the deflection portion in the transverse direction must be projected to verify that this projection onto the plane is at least partially shaped like a portion of the clothoid.

A suspended structure is described, which is connected, respectively, to a section located earlier in the direction of travel and a section located further along the direction of travel of an overhead rope transport line, and contains at least one active transverse guide on at least part of the line between the entrance and exit, and this the part extends generally along part of the clothoid or pseudo-clothoid at least in projection onto the middle plane.

In the described example embodiment, it is the traction rope that is guided along the profile in the form of a piece of clothoid. The support ropes are guided along any profile as between the entry and exit of a turn, vehicles roll along a rolling path formed by the outer and inner beams. What is important is that along a curve the vehicle's center of gravity passes through cleverly designed clothoid-shaped parts that allow the transition from an infinite radius of curvature to a defined radius of curvature while respecting the limits of jerk and/or lateral acceleration. When the clamp that connects a vehicle to a haul rope is essentially to the right of that vehicle's center of inertia, it causes that rope to be directed along the clothoid portions. In the case of lateral displacement, this rope should be directed along the part of the pseudo-clothoid that is derived from the imaginary orthogonal displacement curve corresponding to the lateral displacement between the clamp and the center of gravity.

A guide acting on a vehicle chassis is described. Alternatively or additionally, it is possible to provide a vehicle guide which operates solely by guiding the traction rope. The guide in question can also act in relation to the vehicle in continuation of upstream parts of one or more support ropes, for example with a transverse guide provided in the rolling path.

The installation with two support ropes is described, but the present invention is simultaneously transferred to the case of installation with one support rope or even a mono-rope installation.

The design of a suspended swing supported on racks is described. Alternatively, it can be built into the station or suspended without the need for stands.

In one embodiment of the turn design described above, each vehicle exits the tow rope grip at or upstream of the turn entry and returns to the tow rope grip at or downstream of the turn. For example, a clamp or vehicle attachment is disconnected from a haul rope and then reconnected to that haul rope. When turning, the vehicle can be guided laterally in a similar manner as described above, in particular by means of a curved rail and/or outer and inner beams. Along the turn, the traction rope can be deflected at least in the transverse direction, regardless of the trajectory of the vehicle, along any profile.

Parts in the form of a clothoid or pseudo-clothoid are described. A clothoid is characterized by a curvature that varies linearly with a curvilinear abscissa, specifically between a straight line and a given value of curvature. It is also characterized by a radius of curvature, which varies linearly with the inverse value of this curvilinear abscissa. The parts in question may more broadly take the form of parts in the form of any of a variety of curved radioids, or a shortened portion of a radioid, or a pseudo-radioid. In radioids, curvature, that is, the reciprocal of the radius of curvature, varies continuously with the curvilinear abscissa, specifically between a straight line and a given value of curvature.

A suspended structure for installing a two-cable ropeway is described, comprising at least one active guide of the vehicle in at least the transverse direction on at least the first part of the curved intermediate section, wherein this first part extends generally along the radioid or pseudo-radioid part along at least in projection onto a horizontal plane or a middle plane containing this inlet and this outlet, in combination with at least one active traction rope guide between the inlet and the outlet, capable of deflecting this rope at least in the transverse direction on the first part of the curved intermediate section , and an active guide of one or more support ropes, also between the input and output, capable of deflecting this rope at least in the transverse direction on the first curved intermediate part.

It will be understood that the present invention exists when these guides of the hauling rope and one or more load-bearing ropes are combined along a curved portion of the travel path, regardless of the shape of that portion. Thus, the suspended structure differs from structures that provide one or more first support ropes upstream of the curved intermediate portion and one or more second support ropes further downstream from that portion, these ropes being respectively anchored to the ground at the entrance. and at the output of the structure. Suspended structures of this type have the disadvantage of requiring the use of large and expensive anchor blocks, as well as foundations with appropriate dimensions. In contrast, the forces that the ropes apply to the structure remain localized at the top of the structure, thereby avoiding the use of such anchors. The resulting force from the ropes, directed along the radial axis of the described curve, is balanced by the optimized design. The resulting grip on the ground is very weak. It is also permissible for one or more load-bearing ropes to slide along the longitudinal axis of the line, and said sliding is necessary for temperature changes and to extend the service life of the rope.

In other words, another aspect of the present invention relates to a suspended structure for installing a ropeway, comprising a traction rope and at least one support rope, the structure comprising an inlet and an outlet connected, respectively, to a generally straight upstream section and a downstream section. along the direction of movement of the section of the transport route of the cable car installation, wherein the structure supports a curved intermediate section at least in projection onto the horizontal plane of the transport route between the entrance and exit, and also contains at least one active guide of the vehicle at least in the transverse direction along on at least a portion of the curved intermediate portion, at least one active haul rope guide between the inlet and the outlet capable of deflecting the rope at least laterally on a portion of the curved intermediate portion, and at least one active carrier rope guide between the inlet and the outlet , capable of deflecting this rope at least in the transverse direction on this part of the curved intermediate section.

Optional, additional and alternative characteristics of this suspended structure are as follows:

- the vehicle guide comprises a curved rail extending at least partially over the portion of the curved intermediate section in question;

- line vehicles engage with a curved rail between the entrance and exit;

- the design also contains an active rolling path for vehicles line between the entrance and exit;

- at least part of this rolling path extends generally along at least part of the curved intermediate section;

- the rolling path contains at least one beam extending at least partially along the curved intermediate section;

- the rolling path contains at least one transition zone with a section of the supporting rope located earlier in the direction of travel and/or a section of this rope located further along the direction of travel;

- the traction rope guide contains several elements distributed along at least part of the curved intermediate section;

- at least certain guide elements of the traction rope are removed from the line when vehicles pass.

An overhead rope transport installation is also provided, comprising at least one such structure.

The present invention is not limited to the embodiments described above solely by way of example, but embraces any embodiments that may be contemplated by one skilled in the art.

Claims (20)

1. A suspended structure (7) for installing a ropeway of a type comprising at least one traction rope, the structure comprising an inlet (A) and an outlet (D) provided for connection, respectively, with a generally straight line located upstream section (3A-1; 5A-1; 9A-1) and a further section (3A-2; 5A-2; 9A-2) of the ropeway installation transportation route, as well as an intermediate section connected to the entrance (A ) and outlet (D), wherein the intermediate section (3A-3; 5A-3; 9A-3) is curved at least in projection onto the horizontal plane between the inlet (A) and the outlet (D), characterized in that the design also contains: - at least one active vehicle guide at least in the transverse direction on a first part (A; B) of at least a curved intermediate section (3A-3; 5A-3; 9A-3), wherein said first part (A ; B) extends generally along a portion of the radioid or a curve formed by an orthogonal displacement of a portion of the radioid, at least in projection onto a horizontal plane or midplane containing said input and said output, and - at least one active guide of the traction rope between the input (A) and the output (D), configured to deflect said rope at least in the transverse direction between the specified input (A) and the specified output (D). 2. The design according to claim 1, characterized in that the guide of the traction rope is configured to direct this rope along the first part (A; B) of the curved intermediate section (3A-3; 5A-3; 9A-3). 3. Design according to any one of paragraphs. 1 or 2, characterized in that the vehicle guide also acts on the second part (C; D) of at least the curved intermediate section (3A-3; 5A-3; 9A-3), and each of the first part (A; B ) and the second part (C; D) extends generally along the part of the radioid or the curve formed by the orthogonal displacement of the part of the radioid, at least in projection onto the middle plane or horizontal plane. 4. The design according to claim 3, characterized in that the guide of the traction rope is configured to guide this rope along the second part (C; D) of the curved intermediate section (3A-3; 5A-3; 9A-3). 5. Design according to any one of paragraphs. 3 or 4, characterized in that the first part (A; B) and the second part (C; D) of the intermediate section (3A-3; 5A-3; 9A-3) are separated from each other by the intermediate part (B; C), and this intermediate part (B; C) extends along a part of the circle at least in projection on the middle plane or horizontal plane, and said guide acts on this intermediate part. 6. Design according to any one of paragraphs. 3–5, characterized in that the first part (A; B) and the second part (C; D) of the intermediate section (3A-3; 5A-3; 9A-3) extend generally symmetrically to each other. 7. The structure according to any of the previous paragraphs, characterized in that said first part (A; B) is located near said entrance (A). 8. The structure according to any of the previous paragraphs, characterized in that it contains at least one active support rope guide between the input (A) and the output (D), configured to deflect said rope at least in the transverse direction between the specified input (A ) and the indicated output (D). 9. The design according to claim 8, characterized in that the guide of the traction rope is configured to move this rope at least in the transverse direction along the first part (A, B) of the curved intermediate section (3A-3; 5A-3; 9A-3 ). 10. The structure according to any of the previous claims, characterized in that the vehicle guide comprises a curved rail (100) extending at least partially along a part of the radioid or a curve formed by the orthogonal displacement of a part of the radioid, at least in projection onto the middle plane or horizontal the plane on the first part (A; B) of at least the curved intermediate section (3A-3; 5A-3; 9A-3), and the vehicles (200) of the line (3A; 5A; 9A) are engaged with the curved rail ( 100) between inlet (A) and outlet (D). 11. The design according to any of the previous paragraphs, characterized in that it additionally contains a rolling path (320; 420) for vehicles (200) of the line (3A; 5A; 9A), between the input (A) and the output (D), while at least a part (320-l; 420-l) of this rolling path (320; 420) extends generally along a part of the radioid or a curve formed by the orthogonal displacement of a part of the radioid, at least in projection onto the middle plane or horizontal plane on the first part (A; B) at least a curved intermediate portion (3A-3; 5A-3; 9A-3). 12. The structure according to claim 11, characterized in that the rolling path (320; 420) contains at least one beam (300; 400) running at least partially along a part of the radioid or a curve formed by the orthogonal displacement of a part of the radioid, at least least in projection onto the median plane or horizontal plane. 13. Design according to any one of paragraphs. 11 or 12, characterized in that the rolling path (320; 420) contains at least a transition zone (314; 414) with a section (3A-1, 9A-1) located earlier in the direction of travel of at least one of the supporting ropes ( 3A, 9A) and/or the downstream section (3A-2, 9A-2) of this rope. 14. The structure according to any of the previous paragraphs, characterized in that the traction rope guide contains a plurality of elements (500) distributed at least along the first part (A; B). 15. The design according to claim 13, characterized in that at least certain guide elements (500) of the traction rope are removed from the line (3A; 5A; 9A) when passing vehicles (200). 16. The design according to any of the previous claims, characterized in that the specified part of the radioid or the curve formed by the orthogonal displacement of the part of the radioid is part of the clothoid or the curve formed by the orthogonal displacement of the part of the clothoid, respectively. 17. An overhead rope transport installation containing at least one overhead rope transport line containing a section located upstream (3A-1; 5A-1; 9A-1) and a section located further downstream (3A-2; 5A -2; 9A-2), each of which runs generally rectilinearly at least in projection onto the horizontal plane, characterized in that the installation additionally contains a structure (7) according to any of the previous paragraphs, in which the inlet (A) and the outlet ( D) are connected, respectively, to the upstream section (3A-1; 5A-1; 9A-1) and the downstream section (3A-2; 5A-2; 9A-2).