WO2011080423A1

WO2011080423A1 - Installation for cable transport

Info

Publication number: WO2011080423A1
Application number: PCT/FR2010/000877
Authority: WO
Inventors: Jean-François HERVE; Pierre Devaux; Frédéric LONGEOT
Original assignee: Agence Nationale Pour La Gestion Des Dechets Radioactifs
Priority date: 2009-12-28
Filing date: 2010-12-27
Publication date: 2011-07-07
Also published as: EP2519434B1; EP2519434A1

Abstract

The invention relates to an installation for cable transport, comprising an upper station (10), a lower station (12) located at an altitude lower than the upper station, an inclined ramp that connects the upper station to the lower station and comprises a transport track and at least one counterweight (18) track, a vehicle travelling on the transport track, counterweight means travelling on the counterweight track(s), a first drive pulley, a first tractive cable connecting the vehicle to the counterweight means via the first drive pulley, a second drive pulley, and a second tractive cable connecting the vehicle to the counterweight means via the second drive pulley.

Description

CABLE TRANSPORTATION INSTALLATION

TECHNICAL FIELD OF THE INVENTION

The invention relates to a funicular, including a funicular for the transport of heavy loads, such as for example fume hoods for radioactive waste to be buried.

STATE OF THE PRIOR ART

[0002] Funicular-type transport systems comprising a vehicle and a counterweight, circulating in a coordinated manner back and forth between two stations located at different altitudes, rolling on rails and being towed by cables are known. . An example of such a vehicle is given by JP10100044.

This type of configuration, simple and robust, lends itself to an installation intended to remain in service for a very long period, for example for tens or even a hundred years, with regular maintenance. However, it does not provide the reliability, availability and maintainability desired for a transport of sensitive materials.

The maintenance of vehicles is usually carried out in one of the station, usually the downstream station, which may be optionally provided with an intervention pit. The intervention pit provides access under the traffic lane and under the vehicle. It is therefore necessary to provide two superimposed levels in the parking area of the vehicle in the station or stations provided for maintenance: a higher access level corresponding to the platform loading or unloading, and a lower level corresponding to the bottom from the pit. If it is desired to be able to access these two access levels with a motorized vehicle, for example a vehicle for loading the towed vehicle at the upper level, and a maintenance vehicle for the installation at the lower level, it is necessary to provide a road on two levels superimposed, which is expensive in civil engineering. Moreover, the known configuration of the maintenance areas does not clearly separate the maintenance zone from the area where the loaded vehicles are traveling. This can be a problem, especially when the towed vehicles are intended for the transport of sensitive or dangerous materials, insofar as it will be necessary to provide, in the maintenance area, all the precautions that are taken in the zones where the materials circulate.

It is found in the state of the art another problem relating to the blocking of the vehicle in the maintenance area or station. Indeed, the blocking of the vehicle is achieved by brakes acting on the cable. Such a configuration is not satisfactory when it is desired in the maintenance area to intervene in a secure manner on the vehicle or the cables, or when it is desired in the station to tranship very heavy loads intended to be transported by the vehicle.

It is also noted that the installation according to the state of the art does not allow operation in a degraded state in case of damage to one of the components, including a cable or motor. It is then necessary to stop the vehicle on the track, until a repair operation allows a restart.

SUMMARY OF THE INVENTION

The invention aims to overcome the disadvantages of the state of the art and in particular to provide a transport facility that is suitable for the transport of heavy loads between two stations located at different altitudes, in conditions of safety and security. optimal availability.

According to a first aspect of the invention, this relates to a cable transport installation comprising:

- an upstream station

- a downstream station located at an altitude lower than the upstream station; - An inclined ramp connecting the upstream station to the downstream station and comprising a transport path and one or more counterweight tracks;

- a vehicle traveling on the transport route; - Counterweight means rolling on the or the counterweight tracks;

a first driving pulley,

a first towing cable connecting the vehicle to the counterweight means via the first driving pulley; a second driving pulley,

a second towing cable connecting the vehicle to the counterweight means via the second driving pulley.

The redundancy of towing cables reduces the diameter of each cable, reduce the risk of failure of one of the cables and provide degraded operating modes in which a single towing cable is used to tow the vehicle.

According to a preferred embodiment, the installation further comprises a first main motor driving the first drive pulley and a second main motor driving the second drive pulley. To equalize the forces applied to the two cables, there is provided a control speed of the motors in which the voltage of each towing cable is measured and at least one of the motors is controlled so as to cancel at each moment the difference voltage between the two cables, the other motor can for example be driven to follow a speed reference. In practice, the sensors may for example include:

- extensometric sensors on the cables, on a bearing of the pulley or on a drive shaft of the pulley; - sensors for engine torque or engine power for each engine.

Preferably, the installation further comprises means for detecting a malfunction of the installation, the control device stopping the first and the second motor when the malfunction is detected. The dysfunction detection means may in particular detect at least one of the following conditions:

one of the signals representing the voltage of one of the tractive cables leaves a predetermined voltage range; the voltage difference between the two cables comes out of a predetermined voltage differential range;

- the speed of one of the cables exceeds a given threshold.

The first main motor preferably has sufficient power to drive alone the vehicle loaded with a mass equal to the mass of the vehicle, from the downstream station to the upstream station. The same goes for the second engine. The redundancy of motorization makes it possible to mitigate a possible failure of one of the motors.

The first main motor can advantageously be located in a first area of machinery, the second main motor being located in a second area of machinery, which can be separated from the first area of machinery by a partitioning. The risks of simultaneous failure of the two main engines are thus minimized. The first drive pulley can be located in the first machinery zone and the second drive pulley in the second machinery zone. The first towing cable and the second towing cable are preferably identical. Each cable advantageously has an elastic limit in traction greater than four times the component of the weight of the vehicle parallel to the track. The installation may further comprise a first auxiliary motor for driving the first drive pulley and a second auxiliary motor for driving the second drive pulley. The first auxiliary motor may advantageously be powered by a first source of auxiliary energy distinct from the first main source of energy.

This overcomes a failure of the energy source of the main engine.

Similarly, the second auxiliary motor can be powered by a second source of auxiliary power distinct from the first main power source and the first auxiliary power source.

The first auxiliary power source may be in particular a first auxiliary generator, a first auxiliary accumulator battery ...

The installation may further comprise a first emergency engine to drive a first spare pulley adjacent to the first drive pulley and independent of the first drive pulley, and a second backup engine to drive a second spare pulley adjacent to the second driving pulley and independent of the second driving pulley.

The first backup engine may be powered by a first source of spare energy distinct from the first main source of energy. Similarly, the second backup engine may be powered by a second backup power source separate from the first main power source and the first backup power source. The first auxiliary power source may in particular be a first auxiliary generator, a first auxiliary accumulator battery. According to one embodiment, the first driving pulley and the second driving pulley have offset axes of rotation. relative to each other. This arrangement makes it possible to reconcile a small distance between carrying cables with the large size of the drive pulley drive means. According to one embodiment, the first and second drive pulleys are located upstream of the upstream station.

According to one embodiment, the installation further comprises at least one tension cable connecting the vehicle to the counterweight means via at least one first tension pulley secured to a suspended weight. The weight makes it possible to control the tension of the towing cables and their adhesion on the traction sheaves.

According to a preferred embodiment, the installation further comprises means for equalizing the voltage of the first and second towing cables. Indeed, the multi-strand and multi-wire cables used in the field of cable transport in general and funiculars in particular have, when subjected to operating voltages several types of elongation and in particular elongations. elastics, permanent elongation of lapping and permanent elongation due to wear. The elastic elongations are naturally related to the intensity of the tensile force, the modulus of elasticity of the steel constituting the son and the useful section of the cable or cables. The lapping elongations correspond to the placing of the son and strands under stress. They intervene in the first part of the life of the cable (0 to 5 000 hours approximately). The wear elongations are related to the standardized permissible rupture of a limited number of wires on a portion of cable considered.

But it is difficult to guarantee that the elongation of the two cables will be identical throughout the life of the installation, without taking special precautions. This is particularly due to the fact that it is particularly difficult to obtain cables having exactly the same mechanical characteristics. It must also be considered that it is very difficult to guarantee an equal initial tension of the towing cables after their attachment to the vehicle and the counterweight.

To achieve these means of equalization of the voltage, one can according to one embodiment provide that the counterweight means comprise a first counterweight connected to the first towing cable and a second counterweight. connected to the second towing cable. In this case, the tension of each cable is defined independently of the other cable by the counterweight.

Preferably, the first counterweight and the second counterweight roll on the same counterweight track. The first counterweight and the second counterweight can advantageously be connected to each other by a mechanical connection independent of the first and second towing cables and ensuring a limited freedom of translation of the first counterweight relative to the second counterweight parallel to the taxiway. This mechanical connection occurs especially in case of breakage of one of the two cables, to prevent on the one hand the fall of the corresponding counterweight and on the other hand the sudden decrease of the mass acting as a counterweight to the vehicle. This mechanical connection can include a damper, which avoids impulsive variations of the tensile force in the cables. The installation may further comprise at least a first tension cable connecting the vehicle to the first counterweight through at least a first tension pulley secured to a first suspended weight and a second tension cable connecting the vehicle at the second counterweight through at least a second tension pulley secured to a second suspended weight.

According to another embodiment, the voltage equalization means comprise at least a first cylinder pulling the first cable, a second cylinder pulling second cable and a fluid connection between the first cylinder and the second cylinder. In practice these cylinders are hydraulic. This solution is more complex than the previous one, but also offers great reliability. It also very simply allows to introduce a damping of the relative movement of the cylinders, by providing a pressure drop in the fluidic connection.

In a first variant, the first jack can be attached to one end of the first cable and the second jack attached to one end of the second cable. The two cylinders can be fixed to the vehicle, where it will be possible to on-board electrical equipment for example for the measurement or the diagnosis of operation. The two cylinders can also be fixed to the counterweight.

According to a second variant, the first jack causes a mobile base for supporting the first driving pulley, the second jack driving a movable base for supporting the second driving pulley.

According to another embodiment, the voltage equalization means comprise at least one equalizing pulley provided with an axis of rotation, and at least one actuator for moving the axis of the pulley perpendicularly to it. -even. This actuator may be a hydraulic cylinder. It is also possible to replace the cylinders with other types of actuators, for example motorized.

Other voltage equalization means may be envisaged, including a pivoting bar about a fixed axis relative to the vehicle or the counterweight, one end of each cable being fixed to each end of the lifter.

According to another aspect of the invention, it relates to a transport installation comprising at least one vehicle traveling back and forth on an inclined taxiway at least between an upstream parking area and a parking space. downstream parking area located at an altitude lower than the upstream parking area, towed by at least one towing cable, at least one of the parking areas comprising a fixed infrastructure and a first locking device of the vehicle in a first position of parking relative to the fixed infrastructure, the first locking device having at least one primary lock movable between a locking position and a retracted position, the primary lock in the locking position constituting an abutment prohibiting the movement of the vehicle located in the position of parking in at least one direction of traffic on the taxiway.

The primary lock immobilizes the vehicle on the track. According to one embodiment, the locked direction of circulation is preferably that of the component of the weight of the vehicle parallel to the track, that is to say the downward direction.

The primary lock preferably comprises at least one primary stop which, in the locking position of the primary lock, bears against the vehicle. This retractable stop ensures a blocking of the vehicle on the track.

According to one embodiment, the abutment of the primary lock pivots about an axis perpendicular to the direction of flow.

According to one embodiment, the primary lock does not oppose the movement of the vehicle in the opposite direction to the direction of circulation. It is by gravity that the vehicle is held in position, bearing on the one hand on the inclined track and on the other hand on the primary lock constituting the stop. It is then enough to stretch the towing cables to relieve the primary lock and allow its retraction.

According to one embodiment, the first locking device further comprises at least one secondary lock movable between a locking position and a retracted position, the secondary lock in the locking position prohibiting the movement of the vehicle in the direction of circulation. and in at least one direction distinct from the direction of flow.

The secondary lock makes it possible to immobilize the vehicle in height with respect to a dock or a loading platform and to reduce the degrees of freedom of the vehicle. In addition, the two locks provide a redundancy of the locking position of the vehicle.

Preferably, the secondary lock prohibits the movement of the vehicle in the opposite direction to the direction of movement. The risk of a possible movement of the vehicle due to a cable control error is avoided.

According to one embodiment, the secondary lock prohibits the vertical movement of the vehicle. The secondary lock thus makes it possible to overcome a case of failure of the traffic lane at the level of the parking area. he also limits the vehicle's movements due to deformations induced by loading and unloading in the parking area.

The secondary lock may be constituted by one or more pins movable in translation perpendicular to the direction of movement. According to one embodiment, the first parking area comprises at least one flat horizontal access platform, the vehicle comprising at least one plane horizontal transport floor, the floor being in the plane and in the extension of the platform when the vehicle is in parking position and the primary and secondary locks are in the locked position. Thus, the secondary lock preferentially locks the floor of the vehicle.

The first parking zone may comprise at least one movable access barrier between an open access position and an access prohibition position, and interlocking means imposing on the access barrier to remain in position d prohibition of access until the primary lock and the secondary lock are in the locked position. The interlocking means may be mechanical.

According to one embodiment, the other parking zone comprises a second fixed infrastructure and a second vehicle locking device in a second parking position relative to the second fixed infrastructure, the second locking device comprising at least a primary lock movable between a locking position and a retracted position, the primary lock in the locking position constituting an abutment preventing the movement of the vehicle located in the second parking position in at least one direction of circulation on the driving lane.

Preferably, the second locking device further comprises at least one secondary lock movable between a locking position and a retracted position, the secondary lock in the locking position prohibiting the movement of the vehicle in the direction of movement and in at least a direction distinct from the direction of circulation. According to another aspect of the invention, it relates to a cable transport installation comprising:

- an upstream station

- a downstream station located at an altitude lower than the upstream station; - An inclined ramp connecting the upstream station to the downstream station and comprising a transport path and a counterweight track;

at least one vehicle traveling on the transport path;

at least one counterweight rolling on the counterweight track;

at least one driving pulley located in an area of machinery located at an altitude higher than the upstream station;

- At least one towing cable connecting the vehicle to the counterweight through the driving pulley;

a maintenance structure located in a maintenance zone situated between the machinery zone and the upstream station, the inclined ramp connecting the upstream station to the maintenance structure.

The upstream and downstream stations are equipped for the transhipment of the loads transported by the vehicle. Due to the positioning of the maintenance zone, it is completely separated from the area where the loaded vehicle is traveling and the precautions prevailing in the parts of the installation where the loads circulate, between the upstream station and the downstream station. , do not necessarily extend to the maintenance area.

The maintenance zone is at a higher altitude than the upstream station, along the axis of inclination, between the machinery zone and the upstream station. According to a preferred embodiment, the maintenance structure comprises a maintenance pit. This pit allows access to the vehicle from below. Since the maintenance area is offset from the upstream station, the pit may be at an altitude substantially equal to that of the upstream station.

Preferably, the maintenance structure comprises a mobile maintenance crane on horizontal rails perpendicular to the inclined maintenance ramp. The overhead crane can be used to move spare parts between a storage area or store and the vehicle.

According to a particularly advantageous embodiment, the installation comprises a maintenance locking system interacting with the maintenance structure and with the vehicle for locking the vehicle in a maintenance position in the maintenance area. Thus, the positioning of the vehicle for its maintenance is secure. Similarly, it is possible to provide a transhipment interlocking system interacting with the upstream station and with the vehicle to block the vehicle in a transhipment position in the upstream station to secure the positioning of the vehicle during transhipment at the upstream station. We can also ensure that the two locking systems are identical because they have essentially the same functions and have the same design constraints.

According to one embodiment, the upstream station comprises a transhipment platform. Preferably, the pit has a bottom located at the same altitude as the transhipment platform. The access road to the bottom of the pit and the transhipment platform is then particularly simple.

Particularly advantageously, it can be provided that the vehicle comprises a floor which, when the vehicle is locked in the transhipment position, is at the level and in the extension of the loading platform. Preferably, the locking means take up the vertical forces applied to the floor, so that it does not sag during loading.

Preferably, the ramp has a constant slope between the maintenance structure and the downstream station. This ensures that the floor of the vehicle remains horizontal, which is particularly important when the vehicle is intended to carry heavy loads. Moreover, the uniformity of the slope makes it possible to ensure a uniformity of the forces applied to the ramp during the circulation of the vehicle, thus a controlled uniform wear. If changes in slope are unavoidable, to comply with the constraints of the ground or the subsoil, it will be ensured that the variations of slopes are very small.

According to one embodiment, the ramp has a lower extension, located in a lower end zone at an altitude lower than the downstream station, such that the counterweight is on the lower end of travel extension when the vehicle is in the maintenance area. This arrangement also makes it possible to bring the counterweight into the maintenance zone when the vehicle is on the lower end-of-travel extension. It is then possible to intervene on the counterweight in the maintenance area.

Preferably, the vehicle and the counterweight are connected by a second cable passing through a pulley located downstream of the downstream station, the pulley being connected to a tensioning device, which may be constituted by a tension counterweight and / or a spring device.

According to another aspect of the invention, it relates to a cable transport installation comprising: an upstream station;

- a downstream station located at an altitude lower than the upstream station;

- a railway line for transporting a moving vehicle;

- a counterweight railroad to circulate a counterweight;

- at least one driving pulley situated upstream of the transport railroad and the counterweight railroad,

at least one towing cable for connecting the vehicle to the counterweight via the driving pulley; - a metal structure to which the railroad tracks of transport and counterweight are integrated, the transport railroad being disposed above the counterweight railroad.

A tubular volume is thus reserved for the circulation of the counterweight, between the counterweight railroad and the railroad transport, so that there is no risk of collision between the transport vehicle and the counterweight.

The railroad transport is preferably composed of two rails defining a rolling plane of the transport vehicle. Similarly, the counterweight railroad preferably consists of two rails defining a rolling plane of the counterweight, parallel and at a distance to the running surface of the transport vehicle. The metal structure preferably comprises beams extending perpendicularly to the two rolling surfaces, and connecting a rail of the railway track to the rail of the nearest counterweight railroad. The metal structure may also include connecting crosspieces and stiffening between the rails of the same railway.

The metal structure may be equipped with sheave guide or towing cables.

According to one embodiment, the structure may consist of modular elements. The attachment of the metal structure to the infrastructure can be obtained by fastening means providing longitudinal freedom of movement and transverse stress, to allow thermal expansion.

Alternatively, the railway track and the counterweight railroad can be supported individually by a reinforced concrete structure integrated civil engineering.

It is preferable that the counterweight railroad is narrower than the railroad transport, the dimensions of the counterweight being such that it is possible to extract the counterweight through the railroad transport in the area of maintenance. According to another aspect of the invention, it relates to the use of a funicular for the transport of heavy loads exceeding sixty tons, and in particular for the transport of radioactive waste.

BRIEF DESCRIPTION OF THE FIGURES

Other features, details and advantages of the invention will emerge on reading the description which follows, with reference to the appended figures, which illustrate: FIG. 1, a schematic view of the entire installation according to a preferred embodiment of the invention;

- Figure 2A, a perspective view of a surface area of the installation;

Figure 2B is a perspective view of a lower part of the installation; Figure 3 is a perspective view of a machinery zone of the plant;

- Figure 4, a perspective view of the machinery zone, from another angle;

Figure 5 is a perspective view of a maintenance area of the installation;

FIG. 6, a perspective view of the maintenance area, in which a transport trolley of the installation is parked;

Figure 7, an elevation of the maintenance area, to illustrate a maintenance pit;

Figure 8 is a perspective view of a station area upstream of the facility;

- Figure 9, an elevation of the entire upper part of the installation;

Figure 10 is a perspective view of a metal structure constituting a common track for the carriage movement;

Figure 11 is a perspective view of a downstream station area of the facility;

Figure 12 is a perspective view of a downstream voltage zone of the installation; Figure 13, a perspective view of a carriage and a counterweight flowing on the current track of the installation;

Figure 14 is a sectional view of a section of the current track at the intersection between the carriage and the counterweight;

- Figure 15, a perspective view of the underside of the carriage;

Figure 16 is a perspective view from above of the counterweight; Figure 17 is a perspective view of the underside of the counterweight; FIGS. 18A to 18C, three schematic views of an embodiment of an optional traction cable tension equalization device for the installation of FIG. 1;

Figs. 19A and 19B, two schematic views of another embodiment of the voltage equalizer;

FIGS. 20A and 20B are two diagrammatic views of another embodiment of the voltage equalization device;

- Figures 21A, 21B two views of another embodiment of the voltage equalization device

Fig. 22 is a block diagram of another embodiment of the voltage equalizer;

Figure 23 is a detail of a counterweight device for another embodiment of the voltage equalizer.

For clarity, identical or similar elements are identified by identical reference signs throughout the figures.

DETAILED DESCRIPTION OF EMBODIMENTS

The embodiment of the invention described hereinafter by way of illustration of the invention relates to a storage package transport system in shielded hoods between the surface and the bottom of a site of the invention. storage, on an inclined lane. Other applications are however possible for the transport of loads or people. General structure of the installation

To fix ideas on the sizing of the installation, and without these figures can be considered in any way as the aim is to transport hoods up to a maximum weight of 130 tonnes by means of a vertical gradient of 630 m, rectilinear at a constant angle of 15 °, with a transfer time of approximately 30 minutes, by means of a system reversible, that is to say allowing the descent and recovery hoods. Referring to Figure 1, the installation implements a funicular circulating between an upstream station 10 and a downstream station 12, comprising a vehicle, in this case a transport carriage 14 shown in Figures 1 and 2A in a maintenance zone 16 upstream of the upstream station 10, and a counterweight 18 shown in Figures 1 and 2B in a downstream end-of-travel zone 20 downstream of the downstream station 12. The carriage 14 and the counterweight 18 run on two parallel railroad tracks materialized by a metal structure 22. The carriage 14 and the counterweight 18 are connected by at least two parallel traction cables 30A, 30B frictionally driven on drive pulleys located in a zone of machinery 24 located upstream of the maintenance area. The tension and adhesion of the towing cables 30A, 30B is obtained by means of a tension cable 26 connecting the carriage to the counterweight via at least one tension pulley 27 located downstream of the downstream station 12 and secured to a weight 127 suspended in a well constituting a downstream tension zone 28.

These areas will now be described successively, before going on to a description of the rolling elements.

The Machinery Zone

The area of machinery 24, illustrated in Figures 3 and 4, is in the upper part, at an altitude greater than that of the upstream station 10 which defines the reference level 0. [0082] There is a difference in FIG. 4 two cable loops 30A, 30B connecting the carriage 14 and the counterweight 18. The machinery comprises a drive pulley 32A, 32B and a deflection pulley 34A, 34B for each of the towing cables, and at least two redundant cable drive assembly tractor, or at least four motors 36A, 38A, 36B, 38B and four reducers 40A, 42A, 40B, 42B in total. To limit the risk of fire, these sets will be separated two by two by firewalls (not shown). A position of order can be placed above the machinery, for a better view of the beginning of the line.

The two driving pulleys 32A, 32B of the machinery have a diameter preferably greater than 80 times the diameter of the cable. The passive deflection pulleys 34A, 34B have the function of increasing the winding angle around the driving pulleys from 180 to 240 ° to improve the traction cable adhesion.

All pulleys have horizontal axes of rotation. The cable loops 30A, 30B are located in two parallel vertical planes so that all the pulleys associated with a given towing cable and in particular the drive and deflection pulleys are in the plane of the cable that they drive.

An emergency engine for driving the pulleys is installed on the inner face of the periphery of the drive pulleys. This emergency engine is constituted by emergency electric motors 44A, 44B powered by 46A, 46B generators placed at a sufficient distance from the engine room to avoid any risk of fire. Fuel tanks with a holding tank supplying the generators are installed at a distance from the machinery and the groups themselves. Each of the emergency motors 44A, 44B, drives the corresponding pulley 32A, 32B through a gearbox 48A, 48B and a pinion gear meshing directly into a ring gear 50A, 50B fixed or integrated to the pulley 32A, 32B .

The slowing down and the braking of the carriage are normally ensured at the level of the motors which function as an electric retarder. There are also two brake subassemblies 52A, 54A, 52B, 54B of parking and cable security. They are redundantly installed at the drive pulleys to maintain station position (or on track in the event of an incident) and the first two levels of safety braking.

The zone of machinery 24 is in fact made up of three parts, namely: a zone of machinery 24A for the machinery of the cable 30A, including the motors 36A, 38A, the gearboxes 40A, 42A, the emergency engine 44A and its gearbox 48A and the driving pulley 32A,

a zone of machinery 24B for the machinery of the cable 30B, including the motors 36B, 38B, the gearboxes 40B, 42B, the emergency engine 44B and its gearbox 48B and the drive pulley 32B, and

a secondary zone 24C including the deflection pulley 34B and an articulated return rocker 56B for the cable 30B.

The two machine areas 24A and 24B are located at two different levels as shown in Figure 9, which allows to accommodate all the elements despite the small spacing of the cables 30A, 30B. To favor a certain compactness of the assembly, the deflection pulley 34A of the cable 30A is placed in the zone of machinery 24B of the cable 30B.

However, it is also possible to further distance the zone 24B from the zone 24A, to constitute two separate areas of machinery and to have a secondary zone between the two zones of machinery, to dispose the pulley bypass 34A. Such an arrangement would offer the advantage of greater independence between the two traction subassemblies, favoring the availability, maintainability and reliability of the installation.

The maintenance area

The maintenance zone 16 is located between the machinery zone 24 and the upstream station zone 10. Its function is to allow the maintenance and repair of the rolling stock, namely the carriage 14 and the counterweight 18. For this To do so, it is equipped with a maintenance pit 60 and a transverse crane 62 (FIG. 2A) preferably sized to lift the empty carriage 14. The maintenance pit 60, whose floor is approximately at reference level 0 of the upstream station, is located under the metal support structure 22 of the tracks, which will be described later. It is accessible by a side tunnel 61 under the massive support of the machinery. It is equipped with all the maintenance material necessary for the maintenance of the carriage 14 and the counterweight 18. The maintenance zone 16 is also equipped with locking members of the carriage in the maintenance position for maintenance operations. These locking members include on the one hand a pair of retractable abutments 64 opposing the downward movement of the carriage along the track, and on the other hand retractable sliding pins 66, which are inserted into cylindrical chambers 168 (See Figures 7 and 13) arranged laterally on the frame of the carriage 14 to lock the carriage in all directions. In Figure 5, stops 64 and pins 66 have been illustrated in the locking position to allow their viewing, but it is understood that in the absence of the carriage 14, they should in fact be retracted. The stops 64, only one of which is visible, are located on either side of the track, and are pivotally mounted around an axis anchored in the bulk of the infrastructure of the maintenance area. The stops 64 and the pins 66 are driven by cylinders.

The approach maneuver, stop and lock is broken down as follows:

the carriage 14, driven by the tractive cable (s) 30A, 30B, approaching the parking position, the stops 64 and the four pins 66 being retracted;

- The carriage 14, driven by the tractive cable or cables 30A, 30B, slightly exceeds its final position, the stops 64 are deployed by pivoting about their axis, while the four pins 66 remain retracted;

the carriage 14, always moved by the tractive cable or cables 30A, 30B, comes back to rest on the stops 64, the pins 66 remaining retracted, the carriage then being in the position illustrated in FIGS. 6 and 7; after verifying the positioning of the carriage 14 on the stops 64, the pins 66 can exit to secure the carriage 14 in position; if necessary, the tension of the tractive cable (s) 30A, 30B can then be released.

The unlocking sequence essentially follows the steps of the locking sequence, in reverse order, starting with a tensioning or tractive cables 30A, 30B if they were previously released.

The control of the locking sequence and of the unlocking sequence can be assisted by a variety of sensors for measuring the position of the locking members 64, 66, the stresses or forces applied to them, the tension of the cables 30A, 30B and the positioning of the carriage 14. The access to the pit 60 may, where appropriate, be prohibited by means of material barriers or a specific signaling as long as the locking of the truck is not confirmed.

The retractable stops 64 provide a primary locking of the carriage. The pins 66 provide a secondary locking of the carriage relative to the platform, and are capable of supporting alone the carriage both vertically and in the rolling direction, in case of failure of the metal structure supporting the rails. Preferably, the pins 66 are sized to be able to support the carriage and the hood, in case an intervention in such a configuration would be necessary. The maintenance zone also includes end-of-stroke damping bumpers 68 embodying the end of the track for the carriage. It may also include a control station 70.

The areas of the upstream and downstream stations

The areas of the upstream stations 10 and downstream 12, illustrated in particular in Figures 8 and 11, have the function of accommodating the carriage to allow the loading and unloading of the hoods. In practice, the hoods 72 are loaded and unloaded using shuttles 74 on tires which runs on tracks 1076, 1276 substantially perpendicular to the railway track taken by the carriage 14. For the loading / unloading phases the carriage 14 is designed to support the accumulated weight of the heavier full hood 72 and the The civil engineering and support structure of the rails are dimensioned at the stations to support the accumulated weight of the carriage 14, the shuttle 74, and the hood 74 in charge.

Station stop is electrically ensured and secured by the brakes 52A, 52B forming parking brake, redundant by the brakes 54A, 54B. The areas of the upstream and downstream stations are equipped with truck dock locking systems for unloading the hoods. These systems are similar to those previously described for locking in the maintenance area and include a primary lock 1064, 1264 with tilting stops and a secondary lock 1066, 1266 with pins. The secondary lock is here implemented in particular to limit the potential slump of the floor of the carriage relative to the level 0 of the access path during the operation of the shuttle for loading or unloading the hood. Indeed, although the carriage 14 is not necessarily suspended, the loading and unloading operations may give rise to slight deformations of the parts of the carriage transmitting the load to the rails (chassis, axles, bearings and rollers). During these phases, the pins are likely to take all or part of the load, to minimize the level variations between the truck and the dock.

Once the cart in the station and its locking done, telescopic terminals 1080, 1280 blocking the access of the shuttle and light curtains for the movement of personnel are erased and boarding / disembarking operations can begin.

The opening and closing of the retractable terminals 1080, 1280 making it impossible for any vehicle access to the platforms as long as the required conditions are not met, can advantageously be associated mechanically with the locking system of the carriage to allow erasure. access terminals only when the truck is locked.

Finally, each station area 10, 12 can be equipped with a control station to have a direct view of the phases of loading and unloading and the gallery. Current track area

The railroad track 82 of the carriage 14 is disposed above the railroad track 84 of the counterweight 18. Each of the two railroad tracks consists of two parallel rails. The separation of the carriageway of the carriage 14 has a greater spacing than that of the railroad track 84 of the counterweight 18, to allow the extraction of the counterweight during maintenance operations in the maintenance area. Each railway is equipped with sheaves 130A, 130B, 126 which guide the cables. These sheaves are placed along the current path, at regular intervals or not. As illustrated in FIG. 10, the sheaves 130A, 130B, 126 are grouped in groups of three, one for each towing cable 30A, 30B and a tension cable 26.

[00103] Remarkably, the rails 82L, 82R, 84L, 84R of the two railways 82, 84 are installed on a metal structure 22 inside which the counterweight circulates. The metal structure 22 comprises in particular beams 221 R, 221 L extending on both sides of the structure perpendicular to the plane of the rails 82R, 82L and to the plane of the rails 84R, 84L and connecting the rail 82R, respectively 82L to the rail 84R, respectively 84L located on the same side of the structure 22. The structure also includes cross members 222 for connecting the rails 82R, 82L and cross members 223 for connecting the rails 84R, 84L. This structure 22, illustrated in particular in Figures 10 and 14 is posed and maintained laterally on the ramp of the ramp 86. This arrangement allows decoupling the funicular operation of developments in the civil engineering of the structure. The structure 22 can accommodate small soil movements and cracks that may occur in the tunnel 86. It also offers seismic properties. It also allows excellent relative guidance of the two rolling loads (trolley 14 and counterweight 18) and leaves an optimal cross section of the counterweight without risk of collision.

It can also participate in the depreciation of a stop of last resort of the trolley and / or the counterweight, if necessary combined with a damper between structure and gallery bottom. Moreover, this metal structure expands homogeneously with worn metal equipment (long welded rails and wolf teeth in particular). Finally, it can be implemented place by assembly from the surface (or in case of need of replacement during operation) by a removable rolling system. It can also be implemented by successive modular elements using a laying machine moved by cable or self-propelled rack. In case of failure of an element, disassembly and replacement by an element can be implemented using a specific hoist running on the rails.

The fixing of the metal structure 22 to the civil engineering is transversely constrained and free longitudinally to accept the differential expansions. For example, it is possible to have clamps in reservations provided for in civil engineering in order to maintain access to these flanges and their exchange if necessary during the life of the system, and to allow the dismantling and replacement of one or more structural elements.

The metal structure extends, beyond the current track area between the upstream and downstream stations, into the maintenance zone upstream, to establish a continuity over the entire trajectory of the carriage 14 and counterweight 18.

The downstream voltage zone

The downstream voltage zone 28 is equipped with a weight 127 and return and deflection pulleys 27 housed in a well 128, as well as a beam and a hoist 129 for the maintenance of the system. .

Under variable loads, the cables 30A, 30B, 26 undergo elastic variations in length. In addition, the cables undergo especially when they are new permanent elongations of "break-in". These cumulative length variations can reach several meters. The weight stroke 127 is sufficient to absorb all the elastic and permanent elongations of the cables. The tension of the cables generated by the weight 127 contributes to increasing the adhesion of the cables to the pulleys and to limiting the vibratory phenomena of the low frequency cables. Carriage

The carriage 14, illustrated in particular in Figures 6, 7 and 13 to 15, consists of a metal frame 141 mechanically welded passive mu exclusively by the cables 30A, 30B. The downstream front portion 142 of this structure is the one that abuts against the stops 64 in the stations and the maintenance area.

The metal frame 141 of the carriage rests on rollers 143L, 143R, at least four in number, and in the embodiment of eight. These rollers 143R, 143L can be mounted on a stiff primary suspension, for example by Belleville washers. To take into account any slight variations in the spacing of the rails, the rollers 143L rolling on one of the rails may be guide cheeks, while rollers 143R rolling on the other rail may be cylindrical.

[00 12] On the metal frame rests a metal structure forming a horizontal floor 144. The hood 72 is transported on this floor in a longitudinally constrained area by sails 145 calculated to prevent the fall of the hood in case of sudden accidental stop on the descent as on the ascent. This zone is open laterally to allow the passage of a shuttle 74 to deposit or resume the hood. Bookings 146, here four in number, are provided in the floor of the carriage under the four legs 721 of the hood. These reservations contribute to the precise positioning of the hood when it is transferred from the shuttle. They can be equipped with a locking system (not visible) of the legs 721 of the hood during transport. In addition, mechanical interlocking can be provided between the station truck lock system and the hood foot lock system on the truck. The reservations can also be equipped with built-in load cells to allow weighing of the load. They can finally be equipped with a suspension stage of the hood independently of the chassis.

The metal structure forming the floor 144 is also equipped with cylinders forming the lateral cylindrical chambers 168 into which the locking pins 66 are inserted. The truck is equipped with one or more positive rail safety rail brakes triggered by the release of a cylinder maintained electrically contracted. In the event of a power failure, whether for lack of electricity or by a cut-off triggered by an overspeed system, the cylinder is released and a central cam driven by a powerful spring spreads the arms of the clamp which acts directly on the rail . The track brakes are triggered as a result of several types of detections such as overspeed, slack or deviation. If it is alone, the track brake is placed on the side of the guide rollers to ensure its good permanent position relative to the rail. Other braking solutions of the state of the art are possible.

[00115] It is also possible to provide on the carriage a braking system of last resort with instantaneous and damping effect according to the principle of a grapple retained in normal mode by an electromagnetic suction pad which, in case of interruption of the supply when running, naturally falls on wolf teeth installed on both sides of the rails. The grapple is connected to the hood door trolley via a deformable telescopic damper. In the event of a power failure due to a power failure or an induced break, the grapple falls on the wolf teeth. The shock absorbs the kinetic energy of the truck and stops the assembly. The grapple can also be used in the lane to secure the truck in a degraded situation.

The towing cables 30A, 30B are fixed to the hood-carrying trolley by means of a drum system 130A, 130B cable winding and lock mordache at the end of winding. A collar attached to the dead end of the cable immediately behind the mordache is controlled by an electronic sensor that immediately triggers the safety related to slack cable in case of slipping. Of course, other modes of attachment are possible.

The counterweight

The counterweight 18 is constituted by a frame 181 on wheels 182 receiving pigs of cast iron, which can be handled individually during maintenance operations. Means for equalizing the tension of the cables

In the foregoing description, it was considered that the tractive cables 30A, 30B are substantially subjected to the same voltage. However, as discussed above, it may be useful to include in the installation means of equalizing the tension of the cables.

According to one embodiment shown in Figures 18A to 18C, the ends of the cables on the side of one of the vehicles - that is to say the carriage or the counterweight - are attached to a pivoting bar around an axis attached to the vehicle. Figure 18A shows a perfectly balanced ideal situation. Figure 18B shows a situation where one of the cables exerts on the spreader a traction superior to the other cable. Figure 18C shows a case of rupture of one of the cables. In such a case, a stop limits the rotation of the rudder. This stop must be provided with damping means, to avoid a too impulsive increase in traction on the remaining cable. According to a second variant shown in Figures 19A and 19B, the ends of the cables on a vehicle (trolley or counterweight) are attached to an actuator, in this case a hydraulic cylinder. The active chambers of the two cylinders are connected by a capillary forming a pressure drop. In case of balance of the tensile forces on the first and the second cable, the rods of the cylinders are in the balanced position of Figure 19A. In case of extension of one cable with respect to the other, the cylinders are positioned so as to balance the pressures in the active chambers. The time constant of this rebalancing is fixed by the pressure drop in the connecting capillary.

According to a third variant shown in Figures 20A and 20B, each of the two driving pulleys 32A and 32B is disposed on a mobile support base which can move relative to the concrete infrastructure of the machinery area. The positioning of the two mobile pedestals is ensured by two jacks connected by a fluidic connection including a pressure drop. In case of imbalance of the cable tensions, the reaction forces on the mobile pedestals of the two drive pulleys are unbalanced. The cylinders are reposition in order to loosen the tightest cable and rebalance the two cables.

According to a fourth variant, shown in FIGS. 21A and 21B, the voltage equalization means comprise, for each traction cable 30A, 30B, a mobile equalizing pulley and a guide pulley, which are downstream of the diverting pulley 34A, 34B. The axis of each equalizing pulley can be moved perpendicular to itself by means of a hydraulic cylinder.

According to a fifth variant, two counterweights 18A, 18B, circulating on the counterweight track, or two separate counterweight tracks, as shown in FIG. 22, are provided for realizing the voltage equalization means. One of the counterweight 18A is connected to the first towing cable 30A and the other 18B to the second towing cable 30B. In this case, the tension of each cable is defined independently of the other cable by the counterweight. It is also possible to provide two tension cables 26A, 26B connected to two tension pulleys 27A, 27B, the latter being able to be pulled by a common weight of the weight type 127 or two different weights 127A, 127B.

However, to handle damage such as the case of rupture of a towing cable 30A, 30B, it is preferable to interconnect the two counterweights by a mechanical connection. FIG. 23 shows a counterweight device comprising a first counterweight 18A connected to the first traction cable 30A and the first tension cable 26A, and the second counterweight 18B connected to the second traction cable 30B and to the second tension cable 26B, both counterweight rolling on the same counterweight track 84 and being connected by a hydraulic damper. This jack constitutes a mechanical connection independent of the first and second towing cables and ensuring a limited freedom of translation of the first counterweight relative to the second counterweight parallel to the running lane 84. This mechanical connection occurs especially in case of breakage of one the two cables, to prevent on the one hand the fall of the corresponding counterweight and secondly the sudden decrease of the mass acting as counterweight of the vehicle. In all the variants envisaged, the means for equalizing the voltage of the towing cables comprises a movable element which compensates for a relative elongation of one cable relative to the other. In practice, it is considered that this relative elongation can reach, under normal operating conditions, 0.1% of the length of the largest towing cable. To fix ideas, for a ramp of 2400 m, the relative elongation can reach 2.40 m, which can be offset by two cylinders each having a stroke of 2.40 m, or 1, 20m of share and other of a median position.

variants

Naturally, all the numerical indications have been given for information only, to illustrate by a concrete example the exceptional dimensions that can be achieved with a device according to the invention. Nothing, however, prevents the implementation of the invention for a more modest installation, or more important. The ramp is not necessarily constant slope, although this configuration is preferred. Nor is it necessarily straight.

The shuttle can be a vehicle of any type, guided or not traveling on a road or rail.

The truck can be a transport vehicle of any type of load and / or passengers.

The circulation path of the counterweight can be arranged laterally with respect to the carriageway of the carriage, at the same level as this one. The counterweight itself can be a transport vehicle.

[00131] It is possible to envisage a positioning of the maintenance zone downstream of the upstream station, close to it. It is of course also possible to envisage the maintenance zone, or a second maintenance zone, near the downstream station, preferably downstream of the latter.

For the current track, it is possible to envisage, alternatively to the metal structure described, a support system based on beams and elements. standardized and prefabricated reinforced concrete, assembled on site by mechanical fasteners.

It is conceivable to actuate the track brake when the vehicle has reached its final position at a standstill in the stations and in the maintenance area. The track brake can come in replacement of the pins, especially in the maintenance area where it is not transloaded load. According to another variant, it is possible to envisage an overtravel sensor which detects an unwanted movement of the vehicle out of a predefined range around the stop position, for example greater than 5 mm around a median position, this detection leading to application of the track brake.

The shape of the pins and / or cavities for receiving the pins can be adapted, in particular to allow relative movement of small amplitude parallel to the track in the direction of traction of the tractive cable or cables, this to allow a release pawns when powering up the cables at the beginning of the unlock sequence. The expected play must be low, of the order of 1 to 5 mm for example.

Claims

Cable transport installation comprising:

- an upstream station

- a downstream station located at an altitude lower than the upstream station;

- An inclined ramp connecting the upstream station to the downstream station and comprising a transport path and one or more counterweight tracks;

- a vehicle traveling on the transport route;

- Counterweight means rolling on the or the counterweight tracks;

i

a first driving pulley,

a first towing cable connecting the vehicle to the counterweight means via the first driving pulley;

characterized in that it further comprises:

a second driving pulley,

Installation according to claim 1, characterized in that it further comprises a first main motor driving the first driving pulley and a second main motor driving the second driving pulley.

Installation according to claim 2, characterized in that the first main motor is located in a first machinery zone, the second main motor being located in a second zone of machinery separated from the first machinery zone by a partitioning.

4. Installation according to claim 3, characterized in that the first driving pulley is located in the first machinery zone and the second driving pulley is located in the second machinery zone.

Installation according to any one of claims 2 to 4, characterized in that the installation comprises sensors delivering signals representative of the voltage of each towing cable, and a control device for controlling the second main motor so as to cancel at every moment the difference in voltage between the two cables.

Installation according to claim 5, characterized in that the sensors comprise at least one of the following sensors:

- extensometer sensor on the cable, on a bearing of the pulley or on a drive shaft of the pulley;

- engine torque sensor or engine power supply.

Installation according to any one of claims 2 to 6, characterized in that the installation further comprises means for detecting a malfunction of the installation, the control device stopping the first and second motor when the malfunction is detected.

Installation according to Claim 7, characterized in that the means for detecting a malfunction detect at least one of the following conditions:

one of the signals representing the voltage of one of the tractive cables leaves a predetermined voltage range;

the voltage difference between the two cables comes out of a predetermined voltage differential range;

- the speed of one of the cables exceeds a given threshold.

9. Installation according to any one of the preceding claims characterized in that the first cable has a yield strength greater than four times the weight component parallel to the transport path, the second cable having a yield strength greater than four times the projection weight on the direction of the transport path.

10. Installation according to any one of the preceding claims characterized in that the first main motor has sufficient power to drive alone the vehicle loaded with a mass equal to the mass of the vehicle, from the downstream station to the upstream station.

11. Installation according to any one of the preceding claims, characterized in that the installation further comprises a first auxiliary motor for driving the first drive pulley and a second auxiliary motor for driving the second drive pulley.

12. Installation according to any one of the preceding claims, characterized in that the installation further comprises a first emergency engine to drive a first spare pulley adjacent to the first drive pulley and independent of the first drive pulley, and a second emergency engine for driving a second spare pulley adjacent to the second drive pulley and independent of the second drive pulley.

13. Installation according to claim 12-, characterized in that the first backup engine is powered by a first source of spare energy distinct from the first main source of energy.

14. Installation according to any one of the preceding claims, characterized in that the first drive pulley and the second drive pulley have axes of rotation offset with respect to each other.

15. Installation according to any one of the preceding claims, characterized in that the first and second drive pulleys are located upstream of the upstream station.

Installation according to any one of the preceding claims, characterized in that it further comprises at least a first tension cable connecting the vehicle to the counterweight means by means of at least a first solidarity weight pulley suspended weight .

Installation according to any one of the preceding claims, characterized in that the installation further comprises means for equalizing the voltage of the first and second towing cables.

Installation according to any one of the preceding claims, characterized in that the counterweight means comprise a first counterweight connected to the first traction cable and a second counterweight connected to the second traction cable.

Installation according to the preceding claim, characterized in that the first counterweight and the second counterweight roll on the same counterweight track.

20. Installation according to claim 18 or claim 19, characterized in that the first counterweight and the second counterweight are connected to each other. the other by a mechanical connection independent of the first and second towing cables and ensuring limited freedom of translation of the first counterweight relative to the second counterweight parallel to the taxiway.

Installation according to claim 20, characterized in that the mechanical connection comprises a damper.

Installation according to any one of claims 18 to 21, characterized in that it further comprises at least a first tension cable connecting the vehicle to the first counterweight through at least a first integral tension pulley of a first suspension weight and a second tension cable connecting the vehicle to the second counterweight through at least one second tension pulley secured to a second suspended weight.

Installation according to claim 17, characterized in that the voltage equalization means comprise at least a first cylinder pulling the first cable, a second cylinder pulling second cable and a fluid connection between the first cylinder and the second cylinder.

Installation according to claim 23, characterized in that the first jack is fixed at one end of the first cable and the second jack is fixed at one end of the second cable.

Installation according to claim 23, characterized in that the first jack causes a movable base for supporting the first drive pulley, the second jack driving a movable base for supporting the second drive pulley.

26. Installation according to claim 17, characterized in that the voltage equalization means comprise at least one equalizing pulley provided with an axis of rotation, and means for moving the axis of the pulley perpendicularly to himself.