US3812788A - Transport installation with independent vehicles - Google Patents

Transport installation with independent vehicles Download PDF

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Publication number
US3812788A
US3812788A US00240963A US24096372A US3812788A US 3812788 A US3812788 A US 3812788A US 00240963 A US00240963 A US 00240963A US 24096372 A US24096372 A US 24096372A US 3812788 A US3812788 A US 3812788A
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Prior art keywords
vehicles
guide
track
tracks
wheels
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US00240963A
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English (en)
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Roger Laurent
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POMA 2000 SA
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POMA 2000 SA
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B9/00—Tramway or funicular systems with rigid track and cable traction
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/14—Tracks for cable-drawn railway vehicles

Definitions

  • the track to be followed the vehicles 430 I79 (M890 B [04,184 is determined by guide components carried by the vemery 437,110 9/1890 Guerra 104 214 3,343,498 9/1967 Klamp 104/130 10 Claims, 10 Drawing Figures FATENTEDMAY 2 8 1974 SHEET 2 [IF 5 TRANSPORT INSTALLATION WITH INDEPENDENT VEHICLES
  • the invention relates to a transport installation making use of independent vehicles, moving on tracks equipped with guide rails.
  • Installations of the kind indicated with vehicles running on special tracks at a high frequency in order to avoid practically any waiting in the stations are known.
  • the vehicles or cars are of small dimensions and the understructure may be reduced in weight, which facilitates an overhead installation in urban areas.
  • the installations known are complicated and necessitate devices for driving and/or for the selection of the route to be followed equipping each vehicle.
  • the object of the present invention is to remedy these disadvantages and to permit the use of passive vehicles capable of moving at a high speed, for example at meters/second, the whole control of the system being operated from fixed installations associated with the track.
  • Another object of the invention is to permit the diversion of the vehicles on to the loop lines, the bifurcations being crossed at the cruising speed without slowing down and in complete safety, irrespective of the frequency of arrival of the vehicles.
  • the vehicles are coupled to a traction cable while running on a main track connecting the successive stations and at the level of the stations they can follow loop lines equipped with friction or analogous drives.
  • the drive effected by means of a cable ensures the synchronization of the movements of successive vehicles and is thus adapted to high speeds and frequencies.
  • the friction drives take over the vehicles uncoupled from the cable in order to slow them down in the stations.
  • Another object of the invention is the recuperation of the braking energy of the vehicles with a view to their re-acceleration by particularly simple means ensuring the jerk-free functioning essential for passager transport.
  • the vehicles are distributed along two parallel tracks in the slowing-down zones, in particular in the stations in such manneras to permit maximum use of the main track by doubling the frequency between successive vehicles. These are guided successively on to one track or the other by their guide components which act in conjunction with one or the other of the two guide rails associated with the main track and extending beyond the bifurcation along one or the other of the parallel tracks.
  • Another object of the invention is to permit a selective control of the direction followed by the vehicles by means of ramps fixed on the track which position during the passage of the vehicles the guide components with which they are provided.
  • the installation may in this case have junctions with several tracks in particular three tracks at the level of a station, one of the tracks known as an express track, being followed by vehicles passing through the station without stopping, remaining coupled on to the traction cable, one loop track carrying vehicles transporting passengers wishing to alight in the station, and another track serving as a siding for vehicles without passing priority or of which the engagement on the main track must be delayed in case of an overload on this.
  • the tracks in particular three tracks at the level of a station, one of the tracks known as an express track, being followed by vehicles passing through the station without stopping, remaining coupled on to the traction cable, one loop track carrying vehicles transporting passengers wishing to alight in the station, and another track serving as a siding for vehicles without passing priority or of which the engagement on the main track must be delayed in case of an overload on this.
  • third track could of course be a branch line to another circuit, so as to form a network adapted to the zones to be served.
  • the selectivity of the guiding is effected by means of the flaps or ramps operating the guide components and the selectivity of the uncoupling of the vehicles deviated on to the loop lines may be achieved by the rails opening the coupling device the taking-up of the action of which is preferably coupled with the flap control, so as to avoid any false manoeuvre.
  • the directing of the vehicles at the bifurcations is accomplished by means of the usual guide components of the vehicle on the track and the whole is so laid out to ensure at all times a positive guiding of the vehicle and thus avoid any derailment. Any transfer of the guiding of one of the components towards the other necessitates a simultaneous intermediate phase of the guiding of the two components.
  • the right hand guide is positioned during a predetermined period of simultaneous left-right-guiding before the elimination of the guiding to the left. Thus any false manoeuvre is obviated.
  • FIG. 1 is a diagrammatic view of an installation according to the invention showing in two successive sections a three track bifurcation zone;
  • FIG. 2 is a side view in the direction of travel of a vehicle entering the bifurcation zone as shown in FIG. 1;
  • FIG. 3 is a diagrammatic side view of FIG. 2;
  • FIG. 4 shows the respective position of the control flaps, when the vehicle is to be guided on to track 92;
  • FIGS. 5 and 6 are views analogous with that of FIG. 4, showing the position of the flaps respectively for guiding the vehicles towards express track 10 and siding 94;
  • FIG. 7 is a partial plan view of the vehicle according to FIG. 2, showing diagrammatically the device for the positioning of the carrier wheels by the guide components only one pair of the latter being shown;
  • FIG. 8 is a schematic plan view of the device for driving the vehicle by means of friction wheels
  • FIG. 9 is a synoptic diagram of the control device of the device shown in FIG. 8;
  • FIG. 10 is a diagrammatic side view of a vehicle equipped with one guiding component and an electrical linear motor drive system on a loop line.
  • a vehicle 26 equipped with wheels 28, 28'; 30, 30', runs on rails or runways 18, 20 of a track formed by the upper face of I girders.
  • a main track 10 comprises two lateral guide rails 22, 24 each consisting of a vertical rail fixed on or part of the I girder 18, 20.
  • Vehicle 26 of which only the platform is shown in the figures, can have a small car for 10 to 20 passengers and it is towed on track 10 by a traction cable 56 by means of a detachable coupling grip 55 (see FIG. 2).
  • Wheels 28, 28', 30, 30 can swivel on vertical axles 32, 32; 34, 34' and steering rod assemblies 36, 38 link the wheels of a same axle so as to guide them in the curves in the track.
  • Vehicle 26 has guide wheels 48, carried by trolleys or guide components 44, 46 capable of acting in conjunction with guide rail 22 as well as wheels 48 capable of acting in conjunction with guide rail 24, these latter wheels being carried by trolleys 62, 64.
  • Each of the guide trolleys 44, 46; 62, 64 carries two pairs of wheels 48 fitted loose on vertical axles 50 and situated on each side of guide-rail 22, 24.
  • Guide wheels 48 position the vehicle 26 laterally on the track and prevent derailment.
  • the wheels are advantageously lined with solid hard rubber to avoid any transverse movement of the trolley when contact is made with the lateral pneumatic acceleration and deceleration wheels, which will be described later.
  • Support wheels 28, 28', 30, 30' are also preferably pneumatic tyred and guide wheels 48 of each of the trolleys always position this parallel with the general direction of the track, an oblique position in the curves in relation to vehicle 26 being permitted by pivoting around axles 40, 42, 66, 68.
  • Link rods 52, 54 mechanically link the respective trolleys to the rods 36, 38, so as to impart this pivoting movement of the trolleys to the carrier wheels 28 to 30 so that the vehicle follows the curve in the track without any skidding of the tyres (see FIG. 7).
  • Trolleys 44, 46, 64, 64 are moreover mounted so as to slide on their respective axles 40, 42; 66, 68 so that they may lie-placed either in a lowered working position in which wheels 48 engage the corresponding guide rail or in the raised rest position freeing wheels 48.
  • the support axles of the guide trolleys have fixed stops 70 and retractable stops 72, shown schematically by retractable stubs on FIG. 2, maintaining the trolleys in the working position or the rest position.
  • Each guide trolley has an operating wheel 74, 76, 78, 80, respectively mounted so as to rotate on a horizontal axle and capable of acting in conjunction with operating rails or flaps installed on the track, so as to move, during the passing of the vehicle, the corresponding guide trolley to the lowered working position or to the raised rest position.
  • the opening and closing of the grip 55 coupling on to the cable 56 are brought about by rails 58 which extend over a section of the track and which during the passing of the vehicle are contacted by rollers 60 mounted on levers associated with the grip.
  • the rails 58 operating the grip are fixed to a support 88 fitted so as to slide on spindles 90 and can take up, either a raised working position in which case grip 55 is actuated on the passing of vehicle 26 and uncoupled from traction cable 56, or a lowered rest position, the vehicle then remaining coupled on the cable (FIG. 2).
  • Each of the guide trolleys 44, 46; 62, 64 has on its outer side a friction surface 82 (see FIGS. 2 and 3) capable of acting when the trolley is in the lowered position, in conjunction with the tread of the drive or brak ing wheels 84, installed along the edge of the track so as to take over the movement of the vehicle after uncoupling from the haulage cable 56.
  • FIG. 1 there may be seen a junction with three tracks 10, 92, 94, formed by two consecutive bifurcations A and B.
  • the circuit section shown in FIG. I may correspond with the entrance to a station of a passenger of goods transporter. Track is in this case the express track, over which run vehicles 26 not stopping in the station and remaining coupled to haulage cable 56 which extends over the length of track 10. These vehicles stopping in the station are for example diverted on to track 92 and taken over by braking or driving wheels 84. Rails 58 A operating the uncoupling of grip 55 are installed at bifurcation A, so as to uncouple the vehicles diverted on to track 92 from haulage cable 56.
  • Rails 58 A are of course moved to the lowered rest position on the approach of a vehicle that is to travel over express track 10 or on the other branch track 94 below bifurcation B, which can for example be a siding, or used to waiting vehicles 26.
  • Track 94 is also equipped with braking of driving wheels 84 taking over the vehicles engaged on this track, rails 58 B bringing about the uncoupling of the vehicles from haulage cable 56 at the level of bifurcation B.
  • track 10 has two guide rails 22, 24 which follow respectively below the switch of track 92 and track 10.
  • track 10 above the switch B has guide rails 24 and an additional guide rail 96, which below the switch follow respectively the length of track 94 and track 10.
  • the functioning of the installation is conditioned by a suitable positioning of the guide components so as to avoid a simultaneous engagement of the whole of the components at a switch, or inversely a disengagement of the whole which would result in the derailment of the unguided vehicle.
  • the operation of engagement or disengagement of the guide components is achieved by means of ramps or operating flaps fixed on the track and installed on the trajectory of the operating wheels 74, 76 respectively 78, 80, so as to engage the latter on the passing of vehicle 26.
  • the operating flaps are of a type raising or lowering the guide components and are respectively fitted below or above the trajectory of operating wheels 74 to 80.
  • Flaps 98 may be placed in a neutral horizontal position in which they do not interfere with the trajectory of operating wheels 74 to 80 or in an inclined working position involving the maintenance or placing of the guide components in a predetermined position.
  • the working position of the raising flaps is a raised position whereas the working position of the lowering flaps is a lowered position.
  • FIG. 2 the whole of the flaps 98 has been shown in the horizontal neutral position.
  • FIG. 3 the first flap in the direction of travel of vehicle 26, indicated by the arrow, is a lowering flap shown in the neutral horizontal position, the second being a raising flap, shown in the raised working position.
  • Flaps 98 are advantageously operated by remote control devices (not shown), which can be mechanical, electric, hydraulic or pneumatic, such devices being themselves well known.
  • the identifications of the raising flaps have an index r, whereas the lowering flaps have an index a.
  • the flaps to the right of the track, in relation to the direction of travel of the vehicle have the identification D, those to the left of the track being identified by the letter G, letters A and B identifying the bifurcations to which belong the flaps considered.
  • At one bifurcation B there is a raising flap to the right of the track DrB and to the left of the track a lowering flap GaB. Flap GaB is above flap DrB, so as to engage the guide components on guide rail 96 before disengaging the guide components from guide rail 24.
  • FIG. 4 shows the position of the various flaps associated with bifurcation A for the diversion of a vehicle on to loop line 92. It is easily seen that the left-hand operating wheels 76, 74 are lowered on passing flap GaA so as to engage the guide components on guide rail 22. Wheels 80, 78 are on the contrary maintained in or brought into the raised position by flap DaA, disengaging the vehicle 26 from guide rail 24. It should be noted that guide wheels 74 to 80 are brought into-the appropriate position no matter their position above the operating flaps. The vehicle is always guided perfectly because the disengagement of the guide components from guide rail 24 takes place after the engagement on guide rail 22.
  • any false manoeuvre may be obviated by a system of interlocking (not shown) preventing the simultaneous raising of the whole of the guide components.
  • the operation of the flaps is advantageously combined with that of the uncoupling rails 58 A, so as to place these in the working position when the position of the flaps diverts the vehicle on to track 92.
  • Such interlocking and operating combination devices are well known in themselves and it is useless to describe them in detail.
  • FIG. 5 represents in a manner similar to that of FIG. 4, the positioning of the various flaps for the deviation of the vehicle on to track and FIG. 6 shows the position of the flaps for a deviation on to track 94.
  • each section X, Y and Z are so connected by means of shafts 102, 104, 106 as to form trains of wheels all rotating at the same speed, coupled respectively with a reversible hydraulic device 108, a motor 110 for example electric, and a reversible hydraulic device 112.
  • the running speed of the traction cable 56 is measured by a tachometric generator which delivers a speed signal S 56.
  • hydraulic devices 108, 112 of which one of the pipes 116, 118 communicates with a pressure accumulator 120 and the other 122, 124 communicates with a discharge tank 126.
  • I-Iydraulic devices 108, 112 are of the reversible adjustable flow type and are capable of functioning as either hydraulic pump or hydraulic engine. Hydraulic devices 108, 112 may for example consist of cylinder pumps, the regulating heads of which are operated by a servomotor 128, 130.
  • a safety valve 132 opens automatically in case of excess overpressure in accumulator 120 and discharges the fluid through pipe 134 into tank 126.
  • Accumulator 120 also communicates with a re charging unit consisting of a variable output pump driven, for instance, by an electric motor.
  • Output regulator 140 of pump 136 is controlled by the pressure existing in accumulator 120 so as to maintain this pressure at an appreciably constant level.
  • a programming unit 142 electric or electronic, controls servo-motors 128, 130 and receives signals S 56 emitted by tachometric generator 114.
  • the deceleration and acceleration system according to the invention functions in the following manner:
  • vehicle 26 At the entrance to a station, vehicle 26 is uncoupled from traction cable 56 while travelling at high speed before coming into contact with friction wheels 84. The latter are driven by the hydraulic device 108, functioning as an engine, at a tangential speed equal to that of cable 56. Vehicle 26 therefore comes into contact with the first wheel 84 without any jerk and sets off a deceleration cycle programmed by unit 142.
  • the arrival of a vehicle on section X and the starting of a deceleration cycle may be detected by any means, for example by means of a photoelectric barrier.
  • Programming unit 142 controls servo-motor 128, so as to make hydraulic device 108 act as a pump discharging fluid into accumulator 120.
  • the output of pump 108 is so regulated as to bring about the deceleration of vehicle 26 in accordance with a predetermined program and to transfer the vehicle to the end of section X at a reduced speed corresponding appreciably with that of section Y, by which the vehicle is taken over without any jerk. While the vehicle is moving at a constant speed over section Y, passengers may board or alight. When not working the train of wheels in acceleration section Z runs under the action of engine 1 12 at a reduced speed corresponding with that of section Y, so as to permit a jerk-free transfer of vehicle 26 on to the acceleration section.
  • the engagement of vehicle 26 on section Z is detected by a suitable means and sets off an acceleration cycle controlled by programming unit 142, which regulates by means of the servo-motor the power of engine 112, so as to accelerate gradually vehicle 26 engaged on section Z and bring it out of section Z at a speed corresponding exactly with that of the drive cable (not shown).
  • the taking-over of vehicle 26 by the cable is effected jerkless by the attaching of the coupling grip to the cable.
  • the hydraulic device 108 is reversed by servo-motor 128, so as to function as an engine and to re-accelerate the assembly of wheels 84 to a speed corresponding with that of cable 56, the installation then being ready to take the following vehicle.
  • friction wheels 84 of section Z are braked and brought to the slow speed of the wheels of section Y by the functioning as a pump of hydraulic device 112, controlled by servo- 7 motor 130.
  • hydraulic device 108 When hydraulic device 108 functions as a pump it sucks fluid through pipe 122 into tank 126 to discharge it through pipe 116 into accumulator 120 under pressure. The braking energy is thus recuperated and is available for supplying hydraulic device 112 functioning as an engine to drive acceleration wheels 84, the fluid under pressure being taken from accumulator 120.
  • a safety valve 132 prevents excessive overpressure in accumulator 120 and a topping-up pump can recharge accumulator 120.
  • the installation may of course be simplified and could consist of a single track doubled at the level of a station by means of a bifurcation as illustrated at A in FIG. 1, with only certain slow vehicles diverted on to the loop line to the station, the remainder continuing their travel as expresses.
  • the doubling of the main track in the stations permits the diversion of alternate slow cars on to these two tracks and thus the doubling of the frequency on the said main track.
  • the inactive guide and drive components may be omitted, as well as the flaps operating these components.
  • FlG. 10 shows such a simplified vehicle 26 with only one fixed mounted guide component.
  • the movement of the vehicle on the loop lines is performed by linear electrical induction motors 144 having stationary magnetic field structures with windings 146 staggered along the line.
  • the armature 148 of the linear motor is rigidly connected to the guiding component and could be raised with the latter in an installation according to FIG. 2 away from the field structure.
  • the deceleration and acceleration by the linear motors is electrically controlled in a well known manner similar to these of the friction wheels.
  • the cable coupling device may be so designed as to act only on the slow vehicle in stations in which the express vehicles do not stop and to act also on the express vehicles in those stations in which all vehicles stop.
  • the installation according to the invention is particularly adapted to urban transport and its simplicity results on the one hand from the use of passive vehicles, the drive and control devices being associated with the track, and on the other hand from the fact that bifurcation points may be crossed at cruising speed without risk of derailment;
  • the system may easily be automated by centralizing all the controls at one point on the system.
  • bifurcations connecting the said loop tracks with the said main track, said main track having sections above a bifurcation comprising two guide rails each continuously extending and being associated with one of the tracks below the bifurcation to divert the vehicles on to one or other of these latter tracks, by means of the working guide components of the vehicle, and
  • said operating means for said coupling means and said operating means for said guide component being associated with the track above each bifurcation and being devised to uncouple from the traction cable a vehicle the guide components of which are in position to guide the vehicle on to a loop track.
  • a transport installation according to claim 1, comprising friction surfaces associated with the said guide components and capable of taking up a working position and a non-working position concurrently with the associated guide components and friction wheels spaced along said loop track and adapted to engage said friction surfaces to drive or brake said vehicle.
  • An installation according to claim 4, comprising reversible hydraulic devices and so devised as to function as a hydraulic pump to brake the associated series of wheels and as a hydraulic engine to drive them.
  • An installation according to claim 5, comprising in addition means of interconnection of the successive hydraulic devices so arranged as to recuperate the energy from the hydraulic devices functioning as pump and supply the hydraulic devices functioning as engines.
  • An installation according to claim 6, comprising in addition a device for programming the deceleration and acceleration of the said hydraulic devices so as to control respectively the gradual deceleration and acceleration of a vehicle under the action of the said series of friction wheels.
  • a transport installation according to claim 1 com- 9.
  • said drive means comprising linear electrical induction motors for driving said vehicles along said tracks.
  • a transport installation comprising:
  • main and loop tracks with running and guide rails
  • each of said vehicles having vertical axles each carrying a swivelling carrier wheel acting in conjunction with the said running rails, and a guide trolley at the level of each of the said axles and articulated on said vehicle with two pairs of wheels and a mechanical connection between the said trolley and the said swivelling wheels in order to steer the latterin function of the position of the guide trolley imposed by said guide rail of the track.

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US00240963A 1971-04-07 1972-04-04 Transport installation with independent vehicles Expired - Lifetime US3812788A (en)

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4106638A (en) * 1975-10-13 1978-08-15 Henri Negre Ship and shore load handling system with an asymmetrical shaped pontoon for supporting carriage cables
US5595122A (en) * 1994-06-16 1997-01-21 Leitner S.P.A. Funicular system of rail and running cable type
AT405269B (de) * 1996-05-24 1999-06-25 Waagner Biro Ag Standseilbahn
US6129028A (en) * 1998-10-13 2000-10-10 Shaw; John B. Electrically powered transit car
AT406951B (de) * 1998-03-10 2000-11-27 Garaventa Holding Ag Starrer radsatz für standseil-pendelbahnen
US6279484B1 (en) 2000-06-13 2001-08-28 John B. Shaw Actuating mechanism for a transit vehicle guide beam switch
AT408537B (de) * 1996-03-26 2001-12-27 Innova Patent Gmbh Verfahren zum betrieb einer anlage zum transport von personen und bzw. oder von gütern
US20140013992A1 (en) * 2012-07-10 2014-01-16 Pomagalski Cable Transport Installation
US8770112B2 (en) 2009-03-16 2014-07-08 Pomagalski Transport equipment with a vehicle guided along a single traffic lane
US20140305331A1 (en) * 2013-04-12 2014-10-16 Rolic International S.Ar.L. Cable transportation system bogie, and cable transportation system comprising such a bogie

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2453064A1 (fr) 1979-04-04 1980-10-31 Huon De Kermadec Jean Procede d'exploitation automatique pour les systemes de transport de passagers semi-continus a vehicules passifs et moyens particuliers pour sa mise en oeuvre
FR2597424B1 (fr) * 1985-12-03 1990-04-06 Otis Elevator Co Procede de mise en oeuvre d'un systeme de transport collectif, notamment de type metropolitain, par troncons modulaires
FR2610883B2 (fr) * 1987-02-16 1990-06-22 Otis Elevator Co Dispositif de transfert de mouvement en fin de ligne pour vehicules a va-et-vient en voie unique, notamment pour vehicules de type metropolitain
CA2027319C (en) * 1989-10-13 1998-08-18 Shigeyoshi Fujita Self-propelled platform car type conveying system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US430179A (en) * 1890-06-17 Cable suburban railway
US437110A (en) * 1890-09-23 Cable-grip
US3343498A (en) * 1964-12-07 1967-09-26 Mechanical Handling Sys Inc Counter mechanism for conveyor systems
US3631806A (en) * 1968-03-08 1972-01-04 Maurice Barthalon Conveyor system for the individual transport of various objects
US3650216A (en) * 1969-08-11 1972-03-21 Rex Chainbelt Inc Railway car speed control transportation system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US430179A (en) * 1890-06-17 Cable suburban railway
US437110A (en) * 1890-09-23 Cable-grip
US3343498A (en) * 1964-12-07 1967-09-26 Mechanical Handling Sys Inc Counter mechanism for conveyor systems
US3631806A (en) * 1968-03-08 1972-01-04 Maurice Barthalon Conveyor system for the individual transport of various objects
US3650216A (en) * 1969-08-11 1972-03-21 Rex Chainbelt Inc Railway car speed control transportation system

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4106638A (en) * 1975-10-13 1978-08-15 Henri Negre Ship and shore load handling system with an asymmetrical shaped pontoon for supporting carriage cables
US5595122A (en) * 1994-06-16 1997-01-21 Leitner S.P.A. Funicular system of rail and running cable type
AT408537B (de) * 1996-03-26 2001-12-27 Innova Patent Gmbh Verfahren zum betrieb einer anlage zum transport von personen und bzw. oder von gütern
AT405269B (de) * 1996-05-24 1999-06-25 Waagner Biro Ag Standseilbahn
AT406951B (de) * 1998-03-10 2000-11-27 Garaventa Holding Ag Starrer radsatz für standseil-pendelbahnen
US6129028A (en) * 1998-10-13 2000-10-10 Shaw; John B. Electrically powered transit car
US6279484B1 (en) 2000-06-13 2001-08-28 John B. Shaw Actuating mechanism for a transit vehicle guide beam switch
US8770112B2 (en) 2009-03-16 2014-07-08 Pomagalski Transport equipment with a vehicle guided along a single traffic lane
US20140013992A1 (en) * 2012-07-10 2014-01-16 Pomagalski Cable Transport Installation
US9393968B2 (en) * 2012-07-10 2016-07-19 Pomagalski Cable transport installation
US20140305331A1 (en) * 2013-04-12 2014-10-16 Rolic International S.Ar.L. Cable transportation system bogie, and cable transportation system comprising such a bogie
US9315198B2 (en) * 2013-04-12 2016-04-19 Ropfin B.V. Cable transportation system bogie, and cable transportation system comprising such a bogie
US10227076B2 (en) * 2013-04-12 2019-03-12 Leitner S.P.A. Cable transportation system bogie, and cable transportation system comprising such a bogie

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