WO2017090065A1 - Installation du type à câbles - Google Patents

Installation du type à câbles Download PDF

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Publication number
WO2017090065A1
WO2017090065A1 PCT/IT2016/000244 IT2016000244W WO2017090065A1 WO 2017090065 A1 WO2017090065 A1 WO 2017090065A1 IT 2016000244 W IT2016000244 W IT 2016000244W WO 2017090065 A1 WO2017090065 A1 WO 2017090065A1
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WO
WIPO (PCT)
Prior art keywords
ref
rope
pulley
vehicle
station
Prior art date
Application number
PCT/IT2016/000244
Other languages
English (en)
Inventor
Luca MARITANO
Original Assignee
Maritano Luca
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Maritano Luca filed Critical Maritano Luca
Priority to EP16815969.7A priority Critical patent/EP3365213A1/fr
Publication of WO2017090065A1 publication Critical patent/WO2017090065A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B7/00—Rope railway systems with suspended flexible tracks
    • B61B7/02—Rope railway systems with suspended flexible tracks with separate haulage cables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
    • B61B12/007—Cable tensioning devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
    • B61B12/02—Suspension of the load; Guiding means, e.g. wheels; Attaching traction cables
    • B61B12/026—Guiding means for deflecting the direction of the cables between the stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the plant proposed system consists of the following main parts:
  • One driving station (ref. 1 fig. 1 , ref. 2 fig. 2, ref. 1 fig. 3). It's preferably located upstream.
  • n° 1 General view of the ropeway project Reclaiming, the Driving station with double winch (ref.l) with Returning station with the independent counterweights (ref.3).
  • n° 2 General view of the ropeway project Reclaiming Driving station with single winch (ref. 2) with returning station with double counterweight (ref. 5).
  • the path way of the race for each line of vehicles is composed of the double bearing rope, while the traction rope is in common for both vehicles (when a vehicle goes down the other goes up) (ref. 7).
  • the wires netting under the runway for protection access (ref. 9). They are present for each part where the passage of the ropes is at a distance less than 4 meters from ground profile or by snow profile during the winter. If it is equipped with made land (up to the plane cabin) on the side of path way, the area needs to protect with wire netting by access is lower.
  • n° 3 External view of the drive station (ref. 1) with pedestrian underpass located along the side stairs (ref. 13).
  • n° 4 External view of the underground section of the driving station (ref. 1).
  • This station shows the pedestrian (ref. 13) exit with lateral earth carry-over (ref.
  • the driving station is one of the particularities of this system, using the same components allows the realization two different driving units. That can be defined: » Driving station with independent movement for each line (fig. 5).
  • This type of driving station is composed of two winches (ref.15 fig.5), with independent movements of vehicles of each line, and its application allows:
  • the traction rope (ref. 34) is deflected by a deflection pulley (ref. 16 fig. 6), placed at the entrance of the station at its late is positioned a metal sheet whose function is to check the correct position (ref. 27 fig. 6) in case of failure of one of the two bearings, which shall properly indicated.
  • the exit of the deflection pulley is positioned at correct trim (ref. 28 fig. 6) of the rope that detects whether the hail rope comes out from its seat because it unloads on the copper sheet the signal circulating on it to earth.
  • the drive shaft (ref. 45 fig. 11) is fitted (ref. 51 fig. 11) on the pulley, it contains an anti-rotation sensor ( fig. 12), which consists of a collar on which is placed a flag (un hook made with iron rod) (ref. 53 fig. 12) which in the case of loosening of a keyless bushing element ( ref. 51 fig. 11) with rotation of the iron rod relative to the pulley, anti- rotating shaft comes to break a shear rod (ref. 52 fig.12) which immediately activates the emergency braking.
  • the rope outgoing from the driving pulley passes through a rope position controlling device (ref. 28 fig. 5, 6) which enters in the deflection pulley (ref. 18 fig. 5 and 6), which guides it on the deviation roller (ref. 19 fig. 5, 6).
  • the deviation roller (ref. 19 fig. 5, 6) has the function of taking the inclined rope and positioning it at an interaxis distance of 900 mm. At the entrance and at the exit of deviation roller there is a shear rod (ref. 72 and 73 fig. 16) that it detects derailment of the rope (ref. 34) from the rollers (ref. 71 fig.16).
  • the driving pulley (ref. 17 fig. 11) is keyed (ref. 51 fig. 11) on the transmission motion shaft (ref. 44 and 45 fig. 11) that is supported (ref. 46 fig. 11) by two SKF roller bearings type CCW by SKF. Analyzing it from the main reduction-gear side.
  • control rope (vehicle) is performed by an encoder fitted on a deflection pulley.
  • the shaft supported by bearings, is connected by SKF hydraulic joints (ref. 25 fig. 11) with the shaft going through the main gearbox.
  • control rope (vehicle) is performed by means of an encoder placed on a deflection pulley.
  • the number of revolutions of the motor is controlled by an encoder provided with the engine.
  • the brake assembly of the drive pulley is composed by three brakes:
  • Another service brake (ref. 22 fig. 6) is mounted between reduction unit and the main engine.
  • n° 5 Independent winches (ref. 15) with double rope, each of which has double reducers (one for main advancement (ref. 20) and one for recovery (ref. 21)).
  • n° 6 Detail of a double rope winch with gearboxes and engines for normal operation (first courses) (ref. 20 and 29) and recovery (behind the drive pulley) (ref. 21 and 30).
  • traction rope (ref. 34) position checking devices are fitted (ref. 28), while on the horizontal deviation roller (ref. 19) are fitted shear rods whose function is to detect the slippage of traction rope off the rollers (ref. 72 and 73 fig. 16).
  • This type of station has a single motor; it allows to take advantage of the descending load of a vehicle with subsequent reduction of the moving power.
  • each pulley has a correct attitude control device (ref. 26, 27, 42).
  • This type of system is composed by a motorized winch with main group (ref. 20 and 29 fig. 8) composed of a driving pulley (ref. 17 fig. 8) with an average diameter rope of 3900 mm mounted on cylindrical roller bearings.
  • the pulley (ref. 17 fig. 8 and 11) is connected (ref. 51 fig.11) to the existing shaft from the gear unit (ref. 21 fig.11) though an oil -type coupling (ref. 25 fig.11) which allows high transmission of the drive torque; this joint is connected to the main gearbox from one side, because in case of failure after the intervention of the emergency brakes, the operator acts closing the keyless bushings of recovery reduction gear (ref. 32 fig. 11) and then discharging the hydraulic of the coupling (ref. 25 fig.11) and thus freeing the main drive.
  • the brake assembly of the drive pulley is composed by three brakes:
  • the traction rope (ref. 34) slides centrally in the winch between the two carrying ropes, which results in pulling the vehicle along its center line.
  • the rope is wound up on the drive pulley (ref. 17 fig. 8, 9) at an angle of 180° resulting in the following safety features:
  • the pulley shaft is spliced on the pulley which comprises an anti-rotation (fig.12) sensor consisting of a collar on which is placed a flag (ref. 53 fig.12) (un hook made with iron rod) which, in case of loosening of a keyless bushing (ref. 51 fig. 11) with rotation of the shaft relative to the pulley, the rotating shaft with the flag breaks a shear rod (ref. 52 fig. 12) which immediately activates the emergency braking.
  • fig.12 anti-rotation
  • a flag un hook made with iron rod
  • centrifugal device On the pulley a centrifugal device is mounted, which detects excessive rotating speeds. The centrifugal device, rotating on the pulley by the pulley centrifugal force, causes a little pin to pop out thus actuating the safety micro-switch.
  • the shaft is supported on one side by the main gearbox (ref. 20 fig. 11, 8 and 9), while on the recovery reduction gear unit side it is supported in the seat of the recovery gear unit (ref. 21 fig.11, 8 and 9) thus actuating the correct attitudes on the pulley mounting frame (ref. 26 fig. 8 and 9).
  • the rope exiting from the driving pulley (ref. 17) passes through a position control device (ref. 28 fig. 8 and 9) and enters into the deflection pulley (ref. 38 fig. 8 and 9). It is placed onto the first horizontal pulley (ref. 39 fig. 8 and 9) fitted on the wall of the wing bay and the rope anchoring drum pulley.
  • the rope exiting from the first horizontal pulley passes through a position control device (ref.43 fig. 8 and 9) and passing through the staircase bay it winds up around the second horizontal pulley (ref. 40 fig. 8 and 9) which is fitted on the wall separating the staircase bay and the bay where are located the carrying rope of the second lines pulley.
  • Each pulley has a correct position checking pulley (ref. 42, 26, 27).
  • the drive pulley (ref. 17 fig. 10 and 11) is mounted between two engines, for normal operation (ref. 20, 29) and emergency (ref. 21, 30), each complete with gearbox, motor and rotation control mechanisms.
  • the pulley shaft pulley is divided into two parts (ref. 44 e 45 fig. 10 and 11); due to the fact that gear units (ref. 20 and 21) with hollow shaft have been selected, it comprises also the reducer shaft. These items have been selected for a better safety on the materials (to facilitate the magnetoscopic and dye penetrant inspection on a single item).
  • the drive shaft is composed as follows:
  • Hydraulic joint OKCS (ref. 25 fig. 10 and 11).
  • the two shafts (ref. 44 and 45 fig. 10 e 11) are coupled together by an "OKCS" hydraulic joint, supplied by SKF (ref. 25 fig.10 and 11).
  • the hydraulic "OKCS" joint (ref. 25 fig. 10 and 11) has a simple operating principle because it is based on the technology of putting under pressure a membrane which closes on the two ends of the shaft allowing the transmission of motion, while if the pressure is released, the membrane loosens and then disconnects from the shafts.
  • the drive pulley is spliced to the shaft through the following keyless bushing SKF type "FX" (ref. 51 fig. 10 e 11).
  • SKF type "FX" (ref. 51 fig. 10 e 11).
  • the shaft on which the pulley (ref. 45 fig. 10 and 11) is spliced supported on both sides of the pulley by SKF roller bearings of CCW type, fitted internally within a support installed on the pulley mounting frame (ref. 46 fig. 10 and 11).
  • n° 10 Section view of driving pulley (ref.17) with two gearboxes (ref. 20 and 21) and brake disc (ref. 22) positioned on the output from main gearbox (ref. 20) and connected to the main engine (ref. 29) by a cardan joint type "Elbe" (ref. 80).
  • n° 11 Detail of the drive shaft section (ref. 44 and ref. 45).
  • n° 12 Group control pulley rotation with shear rod (ref. 52) applied on the pulley (ref. 17) and the collar on the shaft drive (ref. 53).
  • gear unit At the end of drive shaft (ref. 44 fig. 11) it is mounted the gear unit (ref. 20 fig.11), which in this case is the reducer of size 500 supplied by Rossi Reduction-gear.
  • the management of the acceleration curve and the rotation speed control is performed by an encoder located on the motor.
  • the main motor (ref. 29 fig. 6 and 8) power of 560 kW 4-pole three phase supplied with encoder mounted group, the calculation is made on the maximum power required from a standing start on the maximum gradient.
  • the recovery engine (ref. 30 fig. 6 and 8) power is 400 kW 4-pole three phases supplied with encoder mounted on the engine.
  • For recovery motor a smaller size has been selected because rescue operations must be carried out with limitations in the acceleration ramps and maximum speed because certain securities must be excluded from the control panel.
  • 1.1.3.2 Breakdown of assembly of deflection pulleys and counterweight:
  • deflection pulleys (ref. 16 and 18 fig.6; ref. 37, 38 and 41 fig.8; ref. 102 and 139 fig.
  • ref. 102, 118, 139 fig. 28) and the counterweight (ref. 104 fig. 28 and 30) are assembled on fixed (ref. 62 fig. 13) supports, the pulley is mounted on spherical type roller bearings (ref. 55 fig. 13) retained by external flanges (ref. 56 fig. 13) and spacers (ref. 57 fig. 13) mounted on the shaft (ref. 61 fig. 13).
  • the inner spacer (ref. 63 fig. 13) to the pulley also serves as a restrainment in the event of a bearing failure (ref. 55 fig. 13).
  • the deflection pulley (ref. 54) is mounted on a pivot (ref. 61) fixed on the supports
  • the insulation system of the pivot consists of not conductive bushings in nylon material positioned in the supports (ref. 58) and washers between the support (ref. 62) and the closure flange (ref. 60).
  • the complete pivot (ref. 61) is embedded in the nylon bushings (ref. 58) that are fixed in the support (ref. 62) and it has a few millimetres space between end of pivot and support. When it is closed in a pack compresses the external flanges (ref. 60) on the support that keep the pivot in position.
  • the assembly can be performed without insulation.
  • the horizontal pulleys (ref. 39 and 40 fig.8; ref. 116, 117 fig. 28 and 30) are equipped with insulation material (ref. 65 fig. 15). They are assembled on a pivot (ref. 69 fig. 15) fastened to the structure (ref. 64 fig. 15) and between the pivot and the structure a nylon laminated insulating material (ref. 65 fig. 15) is inserted.
  • the bearings (ref. 55 fig. 15) are housed on the base of the pivot (ref. 69 fig. 15), the pulley (ref. 54 fig. 15) is mounted on spherical type roller bearings retained by external flanges (ref. 68 fig. 15) and spacers mounted on the shaft (ref. 63 fig. 15).
  • the inner spacer (ref. 63 fig. 15) to the pulley between the two bearings (ref. 55 fig.15) serves as a retainement in the event of a bearing failure.
  • the inner diameter of the washer is increased to prevent any contact between the shaft-dispersive metal washer and mounting screws.
  • some correct attitude devices (ref. 42 fig. 8) that provide a warning signal in case of a bearing failure of the bearings or a variation of the pulley inclination.
  • n° 14 Horizontal Pulley (ref. 54) with supports (ref. 64)
  • n° 15 Detail of the pulley support (ref. 64) section where you can see the isolation made the pulley.
  • the horizontal deflection pulley is assembled on a pivot (ref. 69) fixed on the support (ref. 64).
  • a laminated washer of insulating plastic material (ref. 67).
  • a metal washer that has the function to distribute the force exerted by the screws.
  • the deviation between each roll (ref. 71 fig. 16 and 24) is equal to 3 ° (as per regulations).
  • rollers (ref. 71, 76 fig. 16 and 24) positioned on the sheet metal (ref. 74 fig. 16, ref.
  • shear rods (ref. 72 and 73 fig. 16 and 24) fitted in the inlet and outlet to of the rollers horizontal deviation, they detect the following conditions:
  • n° 16 Horizontal deviation rollers assembly at the output of the winch, it has an inclination equal to 2nd steady gradient.
  • the overall group winch (fig. 17 and 18) comprises the following components:
  • the passive brakes (ref. 23 and 24 fig. 17 and 18), they operate only in case of decrease or total discharge of the pressure inside them. They are mounted on floating guides to allow a perfect alignment with the brake band of the pulley and the position of the open or closed brake is signalled by a micro- switch fitted inside them.
  • One brake can be employed as a supplementary service brake or the emergency braking (ref. 23 fig. 17 and 18).
  • the brakes are placed under the pulley with an independent, adjustable frame (ref. 50 fig.17) to match their action band with that one positioned on the pulley.
  • n° 17 Details of the emergency brake (ref. 23 and 24) mounting frame (ref. 50).
  • the frame pulley (ref. 50) with the three brakes is adjustable on the brake band pulley with shims.
  • n° 18 Details of the frame (ref. 50) emergency brake (ref. 23 and 24) in front view.
  • the winch motoring system includes a service brake (ref. 22 fig. 19) mounted on the input shaft of the driving force reducer-gear (ref. 20 fig. 19).
  • the micro-switches always signal the position of the brake (open or close).
  • n° 19 Details of the service brake mounted on the support, and connected to the engine frame.
  • the service brake disc (ref. 82) is mounted with a flange to the driving force input shaft in the main gearbox (ref. 20) and through "Elbe” (ref. 80) type cardan- joint to the engine (ref. 29).
  • the system getting in this way a continuous monitoring of the vehicle position, it can perform the acceleration and deceleration ramps in the entry station and exit station. It can also change the speed in correspondence to the line shoes.
  • Each pulley is equipped with an attitude controlling device, both on the drive pulley and on the deviation pulley (ref. 26 and 27 fig. 6; ref. 26, 27, 42 fig. 8; ref. 27, 114, 122 fig. 22; ref. 27, 114, 120, 122 fig. 28 and 30).
  • the pulley assumes a slightly inclined attitude, coming in touch with the containment sheets (ref. 26 and 27 fig. 6; ref. 26, 27, 42 fig. 8; ref. 27, 114, 122 fig. 22; ref. 27, 114, 120, 122 fig. 28 and 30), thus cutting off the circuit and providing the failure warning to the service personnel.
  • each station at the entrance or exit of each pulley, there have been placed the correct rope position devices (ref. 28, 43 fig. 8 e 9; Ref. 126, 119, 121 fig. 28, 30) (ref. 72 e 73 fig. 16) which are constituted by copper sheets, which in the event of the rope getting out of the pulley they make mass the rope, the system detects this abnormal condition and activates the emergency brakes.
  • the correct rope position devices ref. 28, 43 fig. 8 e 9; Ref. 126, 119, 121 fig. 28, 30
  • 72 e 73 fig. 16 which are constituted by copper sheets, which in the event of the rope getting out of the pulley they make mass the rope, the system detects this abnormal condition and activates the emergency brakes.
  • the management of the whole system is performed by a ground-based station located near the uphill station (ref. 1 and 2), where it is possible to monitor, thru CCTV system.
  • the people access to the uphill, downhill stations and on board vehicles. ⁇ This would allow to keep to the minimum the service personnel during the low people influx days.
  • the vehicle's battery will be recharged during the hours when the system is not operating and every time the vehicle stops in stations to let passengers in or out the recharge is performed thru electrically powered rails on station placed on the staple of line.
  • the returning and tension station can change depending on the type of system and winch installed. There are different types of counterweights:
  • n° 20 View of the returning and tensioning station (ref. 3) of the pulling rope (ref.34) with independent counterweight (fig. 22) for each (ref. 6) with descent from both sides by stairs and by earth piles on either (ref. 101) side of the line of the vehicle.
  • n° 21 View of the returning and tensioning station (ref. 3) of the pulling rope (ref. 34) with independent counterweight (fig. 22) for each line (ref. 6) with descent from both sides by stairs and by earth piles on either side of the line of the vehicle and with a view of only the vehicle frame (ref.85).
  • the horizontal roller conveyor (ref. 109) that ensures a horizontal deviation by entering 900 mm parallel to the input line.
  • ballast rope entering in the middle of the line winds up around the first deflection pulley (ref. 102 fig. 22) at the entrance of the local counterweight (ref. 86).
  • the counterweight frame (ref. 103 fig. 22) carries the weights (ref. I l l fig. 22) necessary for the tensioning, that can be fitted vertically. On one side it is fitted a pulley position controlling device (ref. 114 fig. 22), which contains these parts in case of bearing failures.
  • the pulley is provided with throat scraper pulley (ref. 105 fig. 22) for removing objects from the bottom of the race pulley both in clockwise and counter clockwise rotation.
  • the rope coming from the counterweight pulley passes through the rope correct position checking devices (ref. 110 fig. 22) and it is wound up around an inclined pulley (ref. 108 fig. 22) deflecting the rope of 900 mm.
  • the frame of the deviation pulley is mounted on the drums (ref. 123 and ref. 124) of the carrying ropes, over one side of the frame it is positioned a pulley correct position (ref. 114 fig. 22) for containment of pulley in the event of bearings failure.
  • a horizontal deviation roller (ref. 109 fig. 22) assembly that guides the rope (ref. 34) on the output line parallel to the input line. «
  • the horizontal deviation roller assembly has shear rods fitted under and next to the deviation rollers (fig. 24 and 25).
  • the counterweight frame (ref. 103 fig. 23) carries the counterweight pulley (ref. 104 fig.
  • the group is driven by four lateral wheels mounted on bearings for the HEA sliding (ref. 106 fig. 23).
  • the four pillars in HEA (ref. 106 fig. 23 and 22) are fastened to the floor. And through a cross beam (ref. 107 fig. 22 or ref. 165 fig. 28 and 30) they are anchored to the lateral drums of carrying ropes (ref. 123 and 124).
  • a pulley position control device for the containment of the pulley in the event of bearings failure (ref. 114 fig. 23). »
  • the counterweight is assembled with a pulley similar to the deflection pulley. It's possible made the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
  • the electrical circuit of the counterweight is simply made up of one micro-switch to monitor the counterweight position as follows:
  • pulley position control (ref. 114 fig. 23) it detects bearings failure as well as an abnormal pulley position.
  • n° 23 Diagram of the counterweight pulley (ref. 104) used for tensioning single or double line, by varying the number of weights (ref. I l l) applied over the structure.
  • the deviation between each roll is equal to 3° (as per regulations).
  • the adjusting screws are located laterally to the rollers (ref. 71, 76), they allow the adjustment with the screws of support rollers sliding into the slot. (It see in 2 nd view) (ref. 115).
  • n° 25 Detail of horizontal deviation rollers (ref. 109) assembly with two shear rods.
  • the system has a single pulling rope passing through the winch and connected to the centreline of the vehicle and placed in the centre of the pathway (ref. 7 fig. 26).
  • the line connected to the lower part of the vehicle performs the function of ballast return traction rope. By closing the lower line, it performs the function of tensioning the system through the counterweight(s) (fig. 28 or fig. 30).
  • the pulling rope placed in the centre line of the vehicle also has function of system security, because its tension increases the load exerted by the vehicle on the carrying ropes.
  • the value of load increase on the carrying rope is proportional to the distance of separation from the position of the axis of the pulling rope leaning on the roller and placed at the exit axis from the vehicle frame.
  • n° 26 Full view of the station (ref. 4) -with one counterweight and single rope (fig. 28), it can be noticed the positioning of the pulley on the roof (ref. 118) for the insertion of the rope on the 2 nd line and the vehicle at the station without cage (car for passengers) (ref. 85).
  • n° 27 External view of an underground station counterweight (ref. 4) with single counterweight (fig. 28) and pulley on the roof (ref.118).
  • the counterweight with a single rope (figure n°28) is the system that requires only one single counterweight, and consists of:
  • the rope (ref. 34) comes in on the first deviation pulley (ref.102 fig. 28), at the exit the rope winds up on the counterweight pulley (ref. 103, 104, 111 fig.28), then at the exit of the counterweight (ref. 104 fig.28), the rope is deflected by a pulley by 90 0 vertical (ref.139 fig.28) and winds up on a horizontal pulley (ref. 116 fig.28).
  • the counterweight (ref. 103, 104, 106, 111 fig.28) is described in the section "Characteristic elements that compose the counterweight", which is applied in the other two types of counterweight.
  • Counterweight (ref. 103, 104, 106, 111 fig.28) is added in the center of line 1 from which the rope comes out and is deviated by 90° (ref. 139). It enters in the horizontal pulley (ref. 116 and 117) from which it comes out through a deviation generated by a pulley located above the roof (ref. 118).
  • the counterweight is assembled with a pulley similar to the deflection pulley. It is possible made the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
  • the pulley has a groove scraper (ref. 105 fig. 28) for removing dirt and particles from the pulley groove during clockwise and counter clockwise rotation.
  • the counterweight frame is fixed above the drums (ref. 123 and 124) of the carrying ropes and one side it is mounted a correct position checking device pulley (ref. 122 fig. 28) for containment in the event of bearings failure.
  • a correct position checking device pulley (ref. 122 fig. 28) for containment in the event of bearings failure.
  • the rope winds up for 90 ° above a horizontal pulley (ref. 116 fig. 28); at its output there is a rope position control device (ref. 119 fig. 28).
  • the rope passes under the stairs leading to the counterweight room through a rope position control device. Then it enters in the second horizontal pulley (ref. 117 fig. 28).
  • the rope winds up at 90° on the second horizontal pulley (ref. 117 fig. 28) and is diverted upwards from the pulley placed above the roof (ref. 118 fig. 28) and then enters in the centre the second line (ref. 7 fig. 26 and 27) passes through a rope position (ref. 121 fig. 28).
  • n° 29 It is represented the lower station (downhill) completely underground (ref.5).
  • n° 30 This figure shows the location of the pulleys in the double counterweight in particular the following elements are highlighted:
  • the rope when exiting from the pulley (ref. 102 fig. 30), passes through a correct position checking device (ref. 126 fig. 30), whose function is to control movement along the axis to the counterweight and at the same time it permits limited movement of the rope when the counterweight changes the position during the run.
  • a correct position checking device ref. 126 fig. 30
  • the counterweight frame (ref. 103 fig. 30) carries the necessary weights (ref. I l l fig. 30). Necessary for the tensioning of the rope. They are inserted vertically.
  • the pulley is provided with a groove scraper (ref. 105 fig. 30) necessary for removing dirt and particles from the groove of the pulley of the race pulley during the clockwise and counter clockwise rotation.
  • n° 31 Scheme of the single rope counterweight with two counterweights (ref. 106 and 107, 165). The counterweight is shown from upstream (from the line) to downstream (external line).
  • This plant is a new type because it uses the ropes as the runway, to enable the vehicle to pass over it (ref. 6 and 7).
  • the runway is made of ropes with a diameter of 60 mm minimum, on this rope works the emergency brakes of the vehicle (ref. 217 fig. 67). They are wound around two drums of station (ref. 123 and 124), they are located in the drive station and in the return station.
  • the drums of the station are covered of wood and they have a diameter equal to 100 times the diameter of the rope (ref. 33) and after 5 windings on them the ropes are fixed means of a structure of carpentry (ref. 134 fig. 33) with clamp (ref. 135 fig. 33).
  • the structure of carpentry transmits the draught to HEA (ref. 136 fig. 34) place within plinth.
  • Carrying ropes (ref.33) are subjected to a draught "T" of tensioning the same for both ropes. It ensures the viability of the vehicle.
  • the tension value is in relation to the tension of the traction rope. ⁇ Since both ropes are made of the same material and of equal diameter, it is considered that during exercise they have always the same thermal expansion.
  • the system should tension the carrying rope so that its curve is deformed as similar as to the deformed traction rope which is subjected to a tension "T”. But the counterweight must give tension so that it is able to ensure the transmission of the traction force at the driving pulley.
  • the carrying rope (ref. 6 and 7) located at a distance less than 4 meters from the contour of the land must be protected under it from access of the people.
  • wires netting (ref. 9 fig. 3, 21, 32), in the following figures it can be seen as the driving station, return station and the tension and the shoe of line can be delimited with a limited impact on the view.
  • n° 32 Schematic representation of the pathway on the deviation shoes (ref. 133). Wires netting protect the area where the carrying rope passage at a height less of 4 meters with respect to the ground profile.
  • the attack of carrying rope comes after the rope has to make five windings on the drum (ref. 123 and 124).
  • the attachment rope at the attack rope group is placed on a plinth (ref. 137 fig. 34, 35) that it has in the centre a HEA (ref. 136 fig. 34, 35).
  • the carpentry of attack rope transfers the force at the HEA (ref. 136 fig. 34, 35) for transmission of the loaded at the cement structure.
  • the carrying rope loop inside the structure (ref. 134 fig. 33) is secured by two safety clamps (ref. 135 fig. 33) that they make a reaction on the structure of carpentry.
  • a characteristic of this system is that the coupling system of the terminals (ref. 135 fig. 33) is mobile.
  • n° 34 View the complete anchorage and carrying ropes in drive station:
  • n° 35 In this image it can be seen the assembly structure (ref. 134) through anchor bolts at the base of the plinth (ref. 137) while the HEA (ref. 136) being inside in the aperture in bottom shave of carpentry structure to take off the load.
  • n° 36 This figure shows that for each line there are two groups attack carrying rope (ref. 134) at a distance equal to the centre distance of the carrying ropes (ref. 33) for every path way (ref. 6 o ref. 7).
  • hydraulic tensioning should be managed electronically because variation the pressure on the cylinder of the counterweight should occur according to the variation of the load that acts on the carrying rope (ref. 33). It must have minimum pressure of the value for maintaining a minimum tension on traction tension because the rope doesn't slip on the driving pulley (ref. 17).
  • the hydraulic tensioning of counterweight (fig. 37) can be used during the emergency braking because when the vehicle makes the emergency braking, it can send a signal to the station for increasing tension in traction rope. It increases the tensioning of traction rope the vehicle is more raising at the carrying rope and it can avoid going down from the rope by side wheel (slip off the pulley).
  • n° 37 In the figure it can see the application of the hydraulic tensioning on the counterweight. This system is applied at the counterweight illustrated in figure n° 22, 28 and 30.
  • the system of hydraulic tensioning is placed at both side of the counterweight and it has a beam (ref. 142) placed between the two guides counterweight (ref. 106)
  • the beam (ref. 142) is fixed on it (ref. 106) with the dynamometric pivot.
  • the system through dynamometric pivot know the strain applied at the counterweight.
  • the hydraulic cylinder (ref. 141) is put on the beam (ref.142) by mean of bolted on the steel plate over the cylinder.
  • n°144 illustrate the position of the metal structure (ref. 143) at the maximum elongation of the cylinder.
  • n° 38 Frontal view of the counterweight with the system of hydraulic tensioning with the cylinder (ref. 141), it is bolted on the beam (ref. 142) fixed at the profile HEA (ref. 106) with dynamometric pivots. It applies the correct pressure thought the structure with ref. 143 at the frame (ref. 103) of pulley counterweight (ref. 104) for tensioning the traction rope (ref. 34).
  • the rope loop will be unique, for the part upstream of the vehicle and it serves as traction on both lines (traction rope), while for the rope located downstream of the vehicle, it will work as ballast rope.
  • n° 39 View of the jumper (ref. 11) with double rollers (ref.
  • n° 40 View of the jumper (ref. 131) with single roller (ref.
  • the second jaw (ref. 147), internal, hooks the rope at the axis of the rope (ref. 33).
  • n° 41 Scheme of sealing clamp (ref. 147) jumper line.
  • the upper figure illustrates that the value of 58.36 mm is obtained considering two most extreme points of the jaw (ref. 147).
  • This value can be increased by decreasing the distances between the wheel profile and the jaws, it is currently placed at 5 mm respect any external profile of the jaw.
  • each jaw (ref. 147) is performed (fig. 94) under a machining profile of the jaw that hooks the rope, it serves for the passage of the roller (ref. 218) containment of the rope (ref. 33).
  • Last element placed on the jumpers is the sheet metal containment (ref. 11 and 131) is the sheet metal containment (ref.
  • This sheet (ref. 149 fig. 44) allows preventing retention of the rope by possible overlap with the traction rope (ref. 34) or with the other carrying rope (ref. 33).
  • rollers line (ref. 150 fig. 39 and 40) is executed with classic system with pivot, spacers and bearing.
  • the load acting "F” on roller is limited the value of "a” is calculated as the arrow of the rope (ref. 34) between each jumper (ref. 11 or ref. 131) considers the draught exerted by the winch and the tension "T” given by the counterweight on the traction rope.
  • jumpers Another important function of the jumpers is to keep constant the distance along the line of the carrying ropes (ref. 33).
  • n° 43 Detail of the passage of the jumpers (ref. 11) on the left side.
  • n° 44 Detail of the passage of the jumpers (ref.11) on the right side.
  • the saddle line (ref. 133 fig. 45 and 132 fig.2) is a carpentry structure (ref. 151 and 152 fig. 45). It supports the carrying rope (ref. 33) to wheelbase of 3200 mm and which are guided for a height equal to half the diameter of the rope.
  • rollers line that divert the traction rope (ref. 34 fig. 45) of the required angle.
  • the series of rollers (ref. 150 fig. 45) positioned inside of the saddle can be single or double, according to the drive system. If the winch is double (fig. 5), there is traction rope for every line and it requires double roller (ref. 133 fig. 45). If the winch is single (fig. 8), there is traction and ballast rope in common at both lines and it requires single roller (ref. 132 fig. 2) positioned in middle for every line.
  • n° 46 In this figure it is shown the vehicle (ref. 301, 251, 252, 254, 259, 260, 201) with leveling cylinders (ref. 250) to perform the verification that with these additional bulk there is no contact with the rollers (ref.150) and / or saddle carpentry (ref. 133).
  • n° 47 Vehicle passage (ref. 200, 209, 210, 211, 212, 251,
  • the ropes (ref. 33) positioned on the drums (ref. 123 and 124) of the station may assume varying distances between them of several mm, depending on how they are positioned on drum.
  • the carrying ropes crossbeams (ref. 153 fig. 48) that are attached to the ropes (ref. 33) are composed as follows:
  • n° 48 Design of carrying ropes distance crossbeam (ref. 153) with wheelbase of wheels trolley.
  • n° 49 View of the installation of carrying ropes distance crossbeam (ref. 153) and the lateral ropes fixed abutment (ref. 156) in the space next to the drum anchoring ropes (ref. 123) in the local winch (ref. 86) in the side internal station.
  • n° 50 View of the installation of the crossbeam (ref. 153) and fixed pendant lateral rope (ref. 156) next to drum anchoring ropes (ref. 124) in the local winch.
  • n° 51 View of the installation of the crossbeam (ref. 153) and fixed pendant lateral rope (ref. 156) in the winch local (ref. 86) next to the dram (ref. 123 and 124).
  • a lateral guide (ref. 156 fig. 52). It is positioned at the exit of the drum of the station (ref. 123 and 124). It is composed by a guide with circular seat (radius carrying rope) (ref. 158 fig. 52) that it moves, for adjustment, with the action of the screws (ref. 159 fig. 52).
  • the guide (ref. 158 fig. 52) with circular seat is between the welded sheets on a base plate (ref. 157 fig. 52), it can move ⁇ 30 mm with reference to the theoretical position.
  • the two "lateral ropes fixed abutment" (ref. 156) are positioned on the drums of ropes where they are linked. With the action on the adjusting screws (ref. 159 fig. 52) is executed with an operation of centering of the carrying ropes (ref. 33) with respect to the rest of the system.
  • n° 52 View of the "centering" ropes device of the path way (ref. 156).
  • the device is doweled to the side walls (ref. 157).
  • n° 53 Devices (ref. 156, ref. 153) placed after the rope drum station (ref. 123), it is viewed from the outside towards the inside of the containment in the counterweight station (ref. 125).
  • n° 54 Seen from the inside to the outside of the containment devices rope (ref. 156) in counterweight station (ref. 125).
  • control system position rope (ref. 156) and terminal crossbeam (ref. 153) for determination of the distance.
  • the deceleration of the vehicle at the end of path way is made with the utilization of electronic control position of the vehicle that is an encoder applied on the deviation pulley.
  • This system performs a comparison between vehicle position detected by an encoder and a micro placed at the entrance to the station which are closed to the passage of vehicle.
  • the micros are:
  • the first micro-switch marks the entrance to the station of the vehicle and performs resetting the position detected by encoder. If there is an error due to excessive slippage of the traction rope, it signals the error to the control panel.
  • the second micro-switch is the safety micro-switch without automatic reset and when operated, it operates the emergency brakes on board the vehicle and in room winches.
  • a hydraulic slowing down (deceleration) (ref. 161 fig. 55) which is constituted by a "closed" cylinder.
  • the deceleration operation in the machine happens with draining the oil through a flow regulator between the upper chamber of the cylinder and the bottom chamber inside which a spring is compressed for the deceleration and it's used for repositioning of the slowing down (deceleration) at the exit of the vehicle by station.
  • valve "Hawe” (ref. 163 fig. 55) is actuated which performs the function of sending in unloading the brake system on board the vehicle. In normal operation the brakes are not operated, except a different decisions made by the system operators.
  • n° 56 View of the positioning of the buffer limit group (ref.
  • n° 58 Top view of the positioning of the crossbar of end limit buffer group (ref. 160, 161, 162, 163)
  • n° 59 Figure showing the drive station with double winch (fig. 5) and double counterweight.
  • the traction rope (ref.34) is double rope (ref. 34) one for each path way.
  • the traction rope (fig. 5) and double counterweight.
  • the traction rope (ref.34) is double rope (ref.
  • n° 61 Front underside view of the vehicle.
  • the truck of the vehicle (ref. 85) used in this system is composed by several elements: -
  • the WHEELS GROUP (ref. 209 and 210 fig. 61) consists of:
  • a rope cleaning device (ref. 221 and 220 fig. 63).
  • the frame of the wheel's group (ref. 223 and 224 fig. 66) is assembled symmetrically with respect to the housing pivot. It is hinged on the brake group placed in the pivot axis (ref. 230 fig. 65). At its side there are located two rolling wheels (ref. 222 fig. 66) mounted on double screen bearing (2RS1).
  • each wheel unit (ref. 210 and 209 fig. 62) there is a rope cleaning device (ref. 220 and 221 fig. 66) that has the power takeoff directly to the rolling wheel (ref. 222 fig. 70) through a wheel with "V" (ref. 243 fig. 70) section.
  • the transmission of force is ensured by a linear actuator (ref. 237 fig. 70) that maintains the pressure on the wheel with section a "V" for the take power (ref. 242 fig. 69, 70), moreover it performs the action of lowering or raising of the rope cleaning device (ref. 238, 239, 241).
  • an alternating current generator (alternator) (ref. 216 fig. 66).
  • the current generator takes the power by the motion of rolling wheel (ref. 222 fig. 68).
  • the rolling wheel transmits the rotation to the generator (ref. 233 fig.
  • ⁇ ANCHORING ROPE (ref. 34 fig. 62, 71) is performed by winding on a drum (ref. 205 fig. 62, 71) of diameter equal to 80 (in the draw is 86) times the diameter of the rope (ref. 34 fig. 62, 71).
  • the rope between a little deviation, is united to the frame (ref. 200 fig. 62, 71) of the vehicle on it is did a cast socket (ref. 202 and 203 fig. 62, 71).
  • a security clamp (ref. 245 fig. 72), in case the rope (ref. 34 fig. 72) slips from its correct position, it moves a micro-switch lever.
  • the micro put on the emergency brakes (ref. 217 fig. 66) of the vehicle actions the hydraulic unit with discharge oil of the braking circuit.
  • FOUR SHEETS FOR SLIP-OFF CONTAINMET (ref. 212 and ref. 211 fig. 62) of the CARRYING ROPE are connected to the side of the tubular frame (ref. 200 fig. 62). They allow to keep the vehicle in the event that it slips off from carrying ropes by some failures. On one side of this containment sheet there are shear rods (ref. 219 fig. 64), used to signal the derailment of the carrying rope (ref. 33 fig. 64).
  • shear rod (ref. 219 fig. 64) breakage it is detected a derailment of the carrying rope and they allow the immediate intervention with acting of hydraulic pressure unit with oil discharge of the braking circuit (ref. 217 fig. 66) with fall down brakes of the vehicle and it makes the braking emergency in the driving station (ref. 23 and 24 fig. 17).
  • System TRANSMISSION SAFETY DATA on board vehicle is system patented by EAG for data transmission.
  • the vehicle sends the signals through a transmitter and a receiver placed on board of the vehicle.
  • the signal is sent through magnetic flux which transmits and receives signals from the antenna rope that it is placed along the path way a maximum distance of 10 cm.
  • the signal may be also sent through carrying or traction rope.
  • n° 62 General overview of the main elements that compose the frame (ref. 200):
  • Anchor group rope at drum with deviation of cast socket (ref. 204, 205, 206, 202, 203, 213, 214).
  • Sheets containing anti-slipping rope (ref. 211 and 212).
  • n° 63 Detail of the wheel unit (ref. 210 and 209) hinged on the brake assembly (ref. 217), before it there is the rope cleaning device (ref. 220 and 221).
  • n° 64 Wheels Group with emergency brake. It is seen from inside of the vehicle's frame.
  • This view shows the containment metal sheet (ref. 212) that allows to see the positioning of the shear rod (ref. 219), two placed on the external upper area of the frame, one is located inside and one at the roller (ref. 218) level
  • n° 65 Sectional view of the wheel (ref. 210 and 209) and brake group (ref. 217) mounted on pivot axis (ref. 230).
  • the brake frame (ref. 217) is mounted on the pivot in axis (ref. 230) with the brake unit.
  • n° 66 Wheels group (ref. 210 and 209) with emergency brake (ref. 217) on board of the vehicle. On one side there are mounted the rolling wheels on bearings (ref. 222).
  • the vehicle braking (ref. 217 fig. 65) is a passive hydraulic device, it remains in open condition only if there is pressure in the upper chamber, in the event of absence of pressure the cup springs placed inside of it emboss force on the upper head with rotation of the upper arm down (it can be seen in the above illustration) and sliding block brake on the rope.
  • a transducer or a micro-switch with contact indicates the brake position when it is opened.
  • roller containment used to prevent the exit of the rope (ref. 33) from the seat of the wheels (ref. 222 fig. 68); also the presence of a lower tooth allows to contain any excessive elevations of the vehicle during deceleration.
  • the metal sheets are placed internally and externally (ref. 211 and 212 fig. 66) to the sides of the frame in order to contain the vehicle in the event of derailment rope from seat of wheels (ref. 222 fig. 66).
  • the alternating current generator takes the power by the wheel motion (ref. 222).
  • the rolling wheel transmits the rotating motion to the alternating current generator (ref. 233 fig. 68) through a kinematic chain, it's composed by three toothed wheels:
  • One toothed wheel is united at the wheel with “z3" teeth (ref. 236 fig. 68). » One idle pinion made with toothed wheel for transmission power. It has “z2" teeth (ref. 235 fig. 68).
  • One toothed wheel is connected to the generator with "zl" teeth (ref. 234 fig. 68).
  • the current generation is made by receiving the power taken the motion of the rolling wheel (ref. 222 fig. 68) and it is transferred to the alternator.
  • the alternating current generator (ref. 233 fig. 68) (or alternator) is transformed in direct current for recharging of electric batteries.
  • the vehicle's battery will be recharged during the hours when the system is not operating and every time the vehicle stops in stations during boarding / unboarding of the passengers.
  • the system foresees the current supplied to recharge the batteries of the vehicle positioned on the line jumpers placed on both uphill and downhill stations.
  • auxiliary elements such as a roof- mounted pantograph or photovoltaic panels may be installed as optional.
  • n° 68 Front view of the generator group (ref. 233) with power taken (ref. 236) from the motion of the wheel (ref. 222). It is visible the kinematic chain composed by three toothed wheels (ref. 236, 235, 234).
  • the actuator (ref. 237 fig. 70) also performs the function of lowering and raising the device because after the first daily cycles it is no longer necessary except in cases of adverse weather conditions. * The entrance is in the lower or upper station and is guaranteed with rope cleaning (fig. 56 and 59) device lowered and raised, to the brush rotates avoiding jamming.
  • n° 69 Device for the rope cleaning, in the foreground there is the pulley with side "V" (ref. 242) which transmits the motion via the toothed wheels with straight teeth (ref. 239) to the brush (ref. 241).
  • the actuator (ref. 237) positioned on the rear side of the device is used to lower and raise the device.
  • n° 70 This view shows the rope cleaning device (ref. 237, 238, 239, 240, 241, 242, 244) and a sheet to protect the wheels (ref. 226).
  • the protection sheet (ref. 226) wraps the first wheel, it serves to prevent the carryover of snow or dirt on it, in particular the sheet avoids the carryover of the snow on the wheel during the operations of rope cleaning by a brush (ref. 241).
  • the sheet placed in front (ref. 226) of the snow-sweeping device serves to perform a first cleaning of the rope (ref. 33) by removing the snow in excess.
  • the anchorage of the ropes is made of "cast socked" type (ref. 202 and 203 fig. 71), in accordance with current legislation on aerial way systems where the traction rope and the rope ballast wind up to 1.8 turns (360 ° + 180 ° + 10 ° + 12 °) on a drum (ref. 205 fig. 71) having a diameter of 80 (in the draw is 86) times the diameter of the traction rope (ref. 34 fig. 71). Every rope is brought to anchorage point which has a fixed connection to the frame (ref. 200 fig. 71).
  • 200 fig. 74 represents a further safety because it allows the use of a component exerted by pulling force on vehicle to increase the load on the carrying rope (ref. 33) as the pressing force.
  • the component of the pressing force is given by pull of the counterweight, will be proportional to the distance between the axis rope support on the rollers and the height of the rope that passes in the centre of the frame.
  • the anchorage rope (ref. 34) can also be made with the method known as the "Chapeau de
  • n° 71 The image illustrates that the path traction rope and ballast (ref. 34) are symmetrical and identical.
  • the traction rope (rope right) enters in the center of the frame (ref. 200) with a plastic collar (ref. 214) because this material reduces any excessive bending of the rope and it has a cone of invitation rope (ref. 248 fig. 74).
  • the traction rope is inclined at 10° and connects to the frame (ref. 200) through a support (ref. 246 fig. 72).
  • the ballast rope weight (rope left) enter the center of the frame (ref. 200) with a plastic collar (ref. 213) because this material has a cone of invitation (ref. 248 fig. 74) and it reduces any excessive bending of the rope (ref. 34).
  • ballast rope continues winding on the drum (ref. 205) for 1.8 turns. - At the exit of the drum (ref. 205) the ballast rope is inclined at 10° connects to the frame (ref. 200) through a support (ref. 246 fig. 72).
  • the cast socket (ref. 203) of ballast reacts with the cone fixed on a frame (ref. 200).
  • n° 72 Detail of the traction/ballast rope (ref. 34) when it attaches itself to the frame (ref. 200). It may be noted that the opposite side of the frame it attaches with a slipper-guide support (ref. 246).
  • Deviation Saddle (ref. 247) rope (ref. 34) with radius 1500 mm.
  • n° 74 Detail of the rope (ref. 34) entrance inside the frame (ref. 200) to which concentrically passes an invitation cone (ref. 248).
  • a tube welded in the centre of the frame (ref. 200) is the seat of a cone (ref. 248) of special plastic material that reduces friction and damage at the rope (ref. 34).
  • the rope leaves the invitation cone (ref. 248) and is deflected through a traction saddle (ref. 247) of 1500 mm radius at the anchor rope on drum (ref. 205 fig. 71).
  • each vehicle is equipped with:
  • n° 76 Top view of the roof the vehicle because it is a of the cage (ref. 84) (car for passengers) on of it is distributed force (pressure) positioned an anemometer and a wind direction and only the component detection device (ref. 215).
  • n° 77 Reference diagram for calculating the stabilizing moment in relation to the wind speed and the density of the air normally equal to 1.25 kg / m 3 .
  • the overturning moment will be generated by the pressure to the surface at different heights that correspond to the distance of the force and are calculated with respect to the point of tangency between the wheel and the carrying rope.
  • the analysed system will have as a first reaction with different deformations of the dampened cones (ref. 256 fig. 83 and 84) of the vehicle or dampened bushes of the rotation pivots of the vehicle (the vehicle with the lifting device) (ref. 253 fig. 107, ref. 266 fig. 109) and then in the second instance the ropes (ref. 33) have different deformed as a result of difference of loads being applied on it.
  • n° 78 View of the cabin (passenger vehicle (ref. 84)) with closing bellows compartment total (ref. 257) or partial (ref. 258) in which is placed the hydraulic lifting device (ref. 250).
  • the closure "bellows" (ref. 257 and 258 fig.78) mounted under the cabin (passenger vehicle or tipping body) will reduce the wind loads that may act to the bottom front side of the vehicle (ref. 85 fig. 78) with the lifting device (ref. 250 fig. 78).
  • the system is designed to place a bellow (ref. 257 and 258 fig. 78) between the frame (ref. 200) and the cabin (ref. 301 (passenger vehicle) or ref. 303 (tipping body)) when there is risky of the raising of its.
  • the bellows may be of two types according to the following evaluations:
  • the position of the traction rope (ref. 34) is passed through inside of the frame (ref. 200) vehicle (ref. 85) to increase the adherence of the vehicle to the carrying rope (ref. 33) because it is subjected to tension "T" given by the counterweight of the station.
  • a metal sheet (ref. 212 and 211 fig. 79) surrounds the frame (ref. 200 fig. 79) internally and externally:
  • N° 1 shear rod (ref. 219 fig. 81) at the level of the roller (ref. 218 fig. 81) where it is possible to detect the derailment during normal operation.
  • N° 1 internal shear rod (ref. 219 fig. 81) fitted to the end of the inclined sheet, that signals in case of slippage of the rope from the internal side of the vehicle.
  • the rope (fig. 33) cannot move more than 300 mm with respect to the ideal axis, because the movement is limited by containment sheets mounted on the jumpers (ref. 149 fig. 81).
  • n° 79 It may be noted in this section the basic elements that make up the anti-derailment system (ref. 212 and ref. 211). It is composed by a metal sheet (ref. 212 and ref. 211) that envelops the frame (ref. 200) internally and externally and on which are fitted shear rods (ref. 219).
  • n° 80 It is shown the passage of the vehicle (ref. 85) over the rollers of jumper (ref. 11).
  • n° 81 Detail of anti-derailment sheet (ref. 211) on which are shown the four shear rods (ref. 219).
  • ⁇ Two are mounted on the top sheet (ref. 211), one laterally and one mounted under the roller (ref. 218) that detects the derailment of the rope at a lower level.
  • This shear rod serves to signal the rope (ref.33) derailing inside the deviation saddles (ref. 133 and 132) but outside of the vehicle after the passage of the front wheels' group (ref. 209 and 210 fig. 61).
  • n° 82 Detail of shear rod (ref. 219) in the centre of the vehicle (ref. 84 and 200).
  • n° 83 Top view of the passage on the deviation saddle (ref.
  • the central shear rod (ref. 219) serves to detect derailment during the passage on the saddle (ref. 133 or 132), it is located under the carrying rope (ref. 33) to cover the space that is generated between the vehicle frame (ref. 200) and the deviation saddle (ref. 133 or 132).
  • the fixed anchoring (fig. 84) of the cabin (passenger vehicle or tipping body) to the frame of vehicle drive (without hydraulic lifting) is performed by means of cushioning cones Angst + Pfister (ref. 256 fig. 84).
  • the dampen one is fitted inside two washers (ref. 256-1 and 256-2 fig. 84) which abut above or below the sheet outside of the cone (ref. 256 fig. 84).
  • n° 84 Mounting section of dampen cone (ref. 256) within the box- girder of frame (ref. 200 or ref. 204).
  • n° 85 General view of dampen cone (ref. 256) on which lean the steel structures housed (ref. 200 or ref. 204) within the frame of the vehicle (ref. 84).
  • the cabin (passenger vehicle (ref. 301 fig. 78) or tipping body (ref. 303 fig. 117)) with lifting device is described in the paragraph the cabin version with cabin orientation.
  • the frame (ref. 200 fig. 86) when optimizing the curve performing the trajectory is marked by joining drawn from groups wheels (ref. 209 and 210 fig. 86).
  • the drawn joining (by frame ref. 200 fig. 86) is a concave curve and involves the return of the vehicle's frame (ref. 200) within the deviation saddles (ref. 133 fig. 86 or ref. 132).
  • rollers (ref. 150 fig. 86) in the saddle must be lower than the roller on the jumper (ref. 11 or 131) because vehicle's frame (ref. 200) within saddle, the distance is measured with reference the axis of traction rope (ref. 34) in frame of vehicle (ref. 200).
  • n° 86 Sectional Analysis performed in center line of vehicle (ref. 84 fig. 86, ref. 85 composed by 200, 201, 205, 209, 210, 211, 212 fig. 86) where it is possible to see how the obstructions on board of vehicle (ref. 200 and 205) follow the passing over the fixed obstacles of the deviation saddle (ref. 133 fig. 86 or ref. 132).
  • the first on top is in correspondence with the front wheel group (ref. 209) at the exit of the deviation saddle.
  • the brake unit (ref. 217), the rope cleaning (ref. 221) and the wheel group (ref. 222) align themselves turning on the pivot centred on the axis brake (ref. 217) and matching the rope (ref. 33).
  • the frame (ref. 200) optimizing the curve R 20000m performs the trajectory traced by the line joining the wheel's group (ref. 210 and 209). With the lateral view it is possible to see the frame (ref. 200) more lowered with respect to the upper edge of the saddle (ref. 133, 151, 152).
  • n° 89 Top view of the vehicle passing (ref. 200, 201, 203, 204, 205, 209, 211, 213, 219, 256) on the deviation saddle (ref. 133).
  • the seat of the wheels (ref. 222 details "A” and "B” fig. 92).
  • the lateral concave metal sheet (ref. 148 fig. 94 and 95) of the jumper permits the straightening in case of contacts with the extensions of the containment metal sheets called "moustache" (ref. 211 and 212 fig. 90) because when the jumper (ref. 11 fig. 90) assumes a tilted position, it is guided its winding above.
  • n° 90 Figure representing the top side of vehicle with the detail of the passage of the sliding block guide (ref. 211 or ref. 212) inside the guides fitted on the lateral sides of the jumpers (ref. 148).
  • the wheels perform a correct passage on the clamps (ref. 147 fig. 92), it has been necessary to rework the seat of the wheels (ref. 222 fig. 92) to a correct passage in any condition of positioning of the clamp (ref. 11 fig.92).
  • the reworks on the wheels (ref. 222 fig. 92) are symmetrical with respect to the centre of the vehicle and the wheel has two borders, one inside and one outside symmetrical with respect to the centre of the vehicle.
  • the inner wheel (ref. 222 fig. 95) has a higher edge, covering up to 5 mm above the centre-line of the rope (rope axis ref. 33 fig.92).
  • the outer wheel (ref. 222 fig. 95) has a lower edge, covering up to 23 mm above the centre-line of the rope (rope axis (ref. 33 fig.92)).
  • n° 91 Sectional view from inside to outside of the vehicle (ref. 85 composed by ref. 200, 207, 209, 210, 211, 212, 219) showing the passage of the vehicle over the jumper (ref. 11 composed by 148, 149, 150).
  • Figure showing the wheel features the reworking on the external edge to allow the passage on the clamp (ref. 147) and on the inner edge to cover 5 mm over axes rope (ref. 33).
  • 11 fig. 93 has a reworking for the passage over the upper edge of the vehicle wheels (ref. 222).
  • the clamp (ref. 147 fig. 93) seals if the union of the two last points of tangency of jaws are above to axis carrying rope (ref. 33).
  • n° 93 The figure above shows the reference n° 11 that it is the jumper with double rollers (ref. 150).
  • n° 94 Figure showing the reworking on the jaw (ref. 147) to ensure passage of the roller (ref. 218).
  • the roller (ref. 218 fig. 95) in the upper part has an edge of 10 mm thick, shaped rope diameter "60 mm" (ref. 33), it maintains constantly the correct contact with the rope; it allows a first support during braking.
  • this containment roller generates the need that during normal operation it can pass in the jumper (ref. 11 and 131) and on the saddle (ref. 132 and 133).
  • the clamps (ref. 147 fig. 92) of the jumper (ref. 11 o 131 fig.92) are dimensioned in case of a failure of a clamp (ref.147 fig. 92), the clamp hooking is always safeguarded.
  • a sheet in the lower part of jumper allows the horizontal repositioning from 0° to 90° with angle calculated downwards, because in the upper side the run is limited by the traction rope (ref. 34).
  • a lateral external metal sheet of the jumper gives the maximum height position because during the passage of the vehicle there isn't the traction rope (ref. 34). It might occur un excessive raising of the rotating of jumper due to force of inertia by masses.
  • n° 96 Full view of the jumper (ref. 11(a)) placed at 400 mm by first clamp's jaw (ref. 147(a)) of jumper and the axis of the balance wheels (ref. 230 fig. 67) with an inclination of 13°.
  • n° 97 Section view of the jumper (ref. 147(a)) in safety position for passing over the brake sliding block (ref. 217).
  • n° 98 This section is made in the middle of the wheel (ref.
  • n° 100 In this view the jumper (ref. 11(a)) is driven by the saddle (sheet) of the vehicle (ref. 211).
  • n° 101 View of the point of contact of the jumper (ref.
  • n° 102 View of the point of contact of the jumper (ref.
  • n° 103 Two figures explain the concept of rotation on the axes rope by jumper (ref. 11 (a)), it never reaches the vertical position.
  • n° 104 View of the point of contact of the jaw (ref. 147(a)) of the clamp with an inclination of 85° and the guide on board the vehicle (ref.
  • first clamp's jaw (ref. 147(a)) of jumper (ref. 11(a)) and the axis of the balance wheels (ref. 230).
  • the jumper (ref. 11(a)) is about 1205mm with respect by first clamp's jaw (ref. 147(a)) of jumper and the axis (ref. 230) of the balance wheels (ref. 209).
  • This system makes use of a system of continuous correction of the inclination of the cabin (ref. 301 fig. 78 or 303 fig. 117). It is based on the principle of keeping the floor plain horizontal when the profile of the terrain changes.
  • n° 106 Full view of the device of driving cabin (passenger vehicle or tipping body). It is used during hydraulic lifting.
  • n° 107 Details of the lower part of the vehicle's guides.
  • That guide (ref. 255) is hinged to the base of the support (ref. 262) that is placed on the fixed frame (ref. 200 fig. 86).
  • the guide is accompany the cabin (ref. 301 fig.78 or ref. 303 fig. 117) during lifting from the opposite side.
  • This system works by sliding of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) on a group of n° 4 guides (ref. 255 fig. 106 and fig. 86 (second detail) mounted on the fixed frame (ref. 200 fig. 86 second detail). It produces a continuous correction of the inclination of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) according to the inclination of the vehicle (ref. 85 or ref. 200, 209, 210, 211, 212 fig. 86 second detail), it is composed by the following main elements:
  • roller (ref. 261 and 263 fig.107) group (ref. 251 fig. 86 second detail), placed on the vehicle (ref. 200 fig. 86 second detail). It is rolling on the sliding guides (ref. 255 fig. 106 and 107) avoiding transversal oscillations of the vehicle.
  • Hydraulic cylinder group (ref. 250 fig. 86 second detail) mounted on the frame (ref.
  • pivot It is operated after that pivot (ref. 253) is placed into its seat (ref. 262). It must receive an input from the micro-switch for correct positioning of the pivot (ref. 253) in the seat placed in the holder guide (ref. 262) and before the operation of the hydraulic cylinder (ref. 250 fig. 114) placed in opposite side for cabin's lifting
  • n°4 cylinder (ref. 252) security lock on the support fitted on both sides of the fixed frame (ref. 200) in correspondence with the pivot (ref. 253) of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117).
  • the pivot carries the bearings on which the guide rotates. At the sides of the bearings there are the locking flanges.
  • the bend radius of the guide (ref. 255) is equal to its distance with respect to the point of rotation in opposite side of the cabin.
  • n° 109 View of the carrier pivot of cabin (ref. 253).
  • the pivot (ref. 253) is placed inside cabin (ref. 301) through anti-vibration bushing (ref. 266 fig. 109).
  • the vehicle (ref. 300 fig. I l l) arrives near to the station (ref. 8 fig. 111) on the terrain bump with a first cabin lifting hydraulic cylinder extended (ref. 250(a) fig. 112) and the second safety cylinder security operate (extensive) (ref. 252 fig. 112) and they lock the second rotation pivots (ref. 253 fig. 112) placed in opposite side of lifting cylinder (ref. 250 (a) fig. 112) with the micro-switches activated.
  • the first lifting cylinder (ref. 250(a) fig. 112) is lowered and the first rotation pivot (ref. 253(a) fig.112) (side of lifting cylinder) come into theirs seat (ref. 262 fig.108) and they activate the micro-switch.
  • the first safety cylinder security operates (extensive) (ref. 252(a) fig. 112) and they lock the first rotation pivots (ref. 253(a) fig. 112) placed in side of lifting cylinder with the micro-switches activated.
  • the cabin can also be hinged only on one side, it takes the hydraulic lifting from the opposite side.
  • the vehicle is assembled with only one lifting cylinder (ref. 250).
  • the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) with a double lifting system is useful for the overcoming of terrain bumps where the vehicle must follow concave path ways Where the path way has an intermediate point higher than the stations driving and counterweight.
  • n° 111 Top view of an intermediate station (ref. 8) situated on a hill.
  • the vehicle keeps the horizontal plane cabin (ref. 301 fig. 78 or ref. 303 fig. 117). It varies the inclination with respect to the trolley frame (ref. 85 fig. 78, fig. 117), the device uses first the lifting on one side and after positioning all lowered in the station (see the following figures). It permits the lifting of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) in the opposite side in output of station.
  • n° 112 Representation in front view of the vehicle (ref. 301) lifting on one side with maintenance of the floor cage horizontal during the passage on the saddle (ref. 133).
  • n° 113 Front view of vehicle (ref. 300) in station (ref 8) with platform of cabin (ref. 301 fig. 78 or ref. 303 fig. 117) parallel to the floor plane of the intermediate station (on the terrain bump) (ref. 8).
  • n° 114 Figure showing the cabin's frame (ref. 85) with double cylinder (ref. 250 and 250(a)) with passage on the central deviation saddle (ref. 133).
  • the vehicle passes on the middle saddle (ref. 133) on the terrain bump. It is equipped with dual hydraulic lifting. In this position has both lifting cylinders retracted (ref. 250 and 250(a)).
  • n° 115 View of the vehicle (ref. 300 composed by ref. 301, 85) lifted by the other side, it is in exit from the station located on the terrain bump (ref. 8).
  • the vehicle (ref. 300 composed by ref. 301, 85) keeps the floor always horizontal in output of saddle of station (ref. 133), the other hydraulic cylinders (ref. 252(a) are actuated by locking the rotation pivots (ref. 253(a) fig. 114) of cabin (ref. 301 fig.78 or ref. 303 fig.117). They are placed on the opposite side of the lifting.
  • the ropeway for the transport of the passengers can be also used for material transportation. This configuration of use can damage the cabin, but with the proposed system is it possible to replace the cabin (ref. 84, 301) with another type of cabin transport material (ref. 303 fig. 117) specifically designed for this service until the end of works.
  • n° 116 Complete diagram of the system Reclaiming for transport material (ref. 302).
  • the stations at upstream (ref. 2) and downstream (ref. 5) are completed with conveyor belts (306, 307, 308, 309).
  • This ropeway system can therefore be employed for moving the materials. It is possible to provide the vehicle with tipping body and performed the loading/unloading of materials in it by means of appropriate conveyer belts (ref. 306, 307, 308, 309).
  • n° 117 View of vehicle (ref. 302) with cabin body (ref. 303) for material transporting.
  • the driving station with double traction ropes (fig. 5) or driving station with one traction rope (fig. 8).
  • the return and counterweight station is composed by double independent counterweights (fig. 22) in case of driving station with double traction ropes (fig.5) or double counterweights with single traction ropes (fig. 30) in case of driving station with one traction rope (fig. 8).
  • the material begins to be loaded in the cabin body (ref. 302 fig. 119 and 118) when the vehicle is in contact with the group end limit bumpers (ref. 12). After half loading, the vehicle (ref. 302 fig.119) is advanced by some meters and raises to complete the loading station of the mountain (ref. 2 fig. 119).
  • the vehicle arrives to the downhill station (ref. 5 fig. 120) and after resting on the group end limit bumpers (ref.12) opens the tailgate (ref. 304 fig.117) for discharging the material.
  • the possibility to have a tailgate with servo-control could be used to regulate the flow of the material. »
  • the material is deposited on the conveyor belt (ref. 308 fig. 120), it is collected and brought on the horizontally conveyor belt (ref. 309 fig. 120) above the return station and tension (ref. 5 fig. 120).
  • n° 118 Driving station of mountain (ref. 2) with conveyors belt (ref. 306 and 307) and charger (ref. 305)
  • the material accumulated inside the charger regulates the flow on the horizontal conveyor-belt (ref. 307) through a device gate.
  • a hydraulic switch (ref. 311) placed on the horizontal conveyor belt (ref. 307) allows to bring the material on the first or second conveyor belt (ref. 306) to bring it on vehicle with cabin body (ref. 302).
  • the vehicle (ref. 302) begins to be refilled when it is filled on the buffers (ref. 12) of the station.
  • n° 119 Top view of the drive station (ref. 2) with different positions of the vehicle (ref. 302) at the beginning and at the completion of loading.
  • n° 120 View of the downhill station (ref. 5) for unloading of materials.
  • Reference n° 1 Driving engine station with double winch (ref.15 fig.5) (a winch for each runway).
  • Reference n° 3 Return station with a counterweight (fig. 22) and a single towing cable (ref. 34) for each runway.
  • Reference n° 4 Return station with a counterweight (fig. 28) and a one traction rope (ref. 34) for both runways with a pulley on the roof.
  • Reference n° 5 Return station with double counterweight (fig. 30) and a single traction rope (ref. 34) for both runways.
  • Reference n° 6 The path way for each line of vehicles is composed of double load- bearing rope (ref. 33) and a traction rope (ref. 34) with its return branch (the vehicles of each line move independently of each other).
  • Reference n° 7 The path way for each line of vehicles is composed of double load- bearing rope (ref. 33), while the traction rope (ref. 34) is common for both vehicles (when a vehicle goes down the other goes up).
  • Reference n° 9 Protection wires under the load- bearing ropes (ref. 6 or 7) are shown for each passage of the load-bearing cables (ref. 33) at a distance of less than 4 meters from the ground profile.
  • Reference n° 10 Vehicle specially designed for this rope system composed by ref.
  • Reference n° 12 Bumpers group station with cross beam (fig.55).
  • Reference n° 13 Staircase in concrete and coverage for access stairs to the engine station (ref. 1 or 2).
  • Reference n° 14 Lateral earth carry-over for skiers exit on the tracks at the top station(ref. 1 or 2) .
  • Reference n° 15 Complete winch system (Fig. 6) composed of rollers (ref. 19), deflection pulleys (ref. 16 and 18), driving pulley (ref. 17) connected to the main engine (ref. 20 and 29) and recovery engine (ref. 21 and 30).
  • Reference n° 16 Deflection pulley for traction rope entrance on the driving pulley (ref. 17).
  • Reference n° 17 Driving pulley which the main engine (ref. 20 and 29) and the recovery engine (ref. 21 and 30) are connected to.
  • Reference n° 19 Horizontal deviation rollers for rope positioning on the side of the input traction rope (ref. 34).
  • Reference n° 22 Service brakes acting on brake disc (ref. 82) positioned on the input shaft from the main gearbox (ref. 20).
  • Reference n° 23 Service and / or emergency brakes of the driving pulley (ref.17).
  • Reference n° 24 Emergency brakes on the driving pulley (ref. 17).
  • Reference n° 26 Metal sheet whose function is checking the correct position of the driving pulley (ref.17).
  • Reference n° 27 Metal sheet whose function is checking the correct position of the input and output pulley by the station.
  • Reference n° 28 Device whose function is checking the traction rope position controlling at the input/output drive pulley.
  • Reference n° 35 Cleaning device for driving pulley throat (ref. 17).
  • Reference n° 36 Equipment for recovery reducer (ref. 21) positioning with the driving pulley.
  • Reference n° 37 Deflection pulley of the traction rope (ref. 34) placed in the center line of the pathway, with entry into the winch driving pulley.
  • Reference n° 38 Deflection pulley of the traction rope (ref. 34) for from the driving pulley of the winch to horizontal pulley for second path way crossing passage.
  • Reference n° 39 Horizontal pulley which receives the traction rope by vertical pulley (ref. 38) and deflects it to the 2 nd horizontal pulley to lead it into the 2 nd pathway.
  • Reference n° 40 Horizontal pulley which receives the traction rope from the 1 st horizontal pulley (ref. 39) and deflects the vertical pulley (ref. 41) to lead it into the 2 nd pathway.
  • Reference n° 41 Vertical pulley which receive the traction rope by 2 nd horizontal pulley (ref. 40) and deflects it to place it on the centre line of the 2nd path way.
  • Reference n° 42 Checking support for the correct position of the horizontal pulley (ref. 39 and 40).
  • Reference n° 43 Protection and position check of the traction rope during the transition from the first horizontal pulley (ref. 39) to the second horizontal pulley (ref. 40)
  • Reference n° 45 Shaft recovery gearbox (ref. 21) carrying the drive pulley (ref. 17).
  • Reference n° 46 Driving pulley supports with bearings angular contact roller.
  • Reference n° 47 Carrying frame for driving pulley (ref. 17).
  • Reference n° 48 Main gearbox (ref. 20) load-bearing frame.
  • Reference n° 49 Load- bearing frame for recovery gearbox and the engine (ref. 21 and 30).
  • Reference n° 50 Load-bearing frame of emergency (ref. 24) and service (ref. 23) brake acting on the drive pulley (ref. 17).
  • Reference n° 51 Keyless bushing the drive pulley (ref. 17) on the shaft (ref. 45).
  • Reference n° 52 Share rod on the driving pulley (ref.17) to detect slip locking assembly (ref. 51).
  • Reference n° 53 Collar placed on the shaft driving pulley (ref. 17) to activate the breaking of the rod with ref. 52 in case of shrink disc skidding (ref. 51).
  • Reference n° 54 Carpentry deviation pulley and counterweight.
  • Reference n° 55 Roller bearing with angular contact.
  • Reference n° 56 Side covers of deviation pulley for containment bearings (ref. 55).
  • Reference n° 57 Positioning spacer of the pulley.
  • Reference n° 58 Synthetic insulating bush for the isolation of the pulley and transmission of signals via the traction rope (ref. 34). It also allows the rotation of the pin (ref. 61) in the case of breakage of the bearings (if the screws are not placed outside of ref. 60 flange).
  • Reference n° 59 Insulating plate positioned at the head of the pivot (ref. 61).
  • Reference n° 60 Lateral flanges positioned on both sides of the shaft with locking function (ref. 61)
  • Reference n° 61 Shaft of the deflection pulley on which the bearings (ref. 55) and the positioning spacers (ref. 57) are positioned.
  • Reference n° 63 Inner spacer positioned between the bearings (ref. 55) with the function of containment pulley (ref. 54) in case of bearings breakage.
  • Reference n° 64 Horizontal pulley support frame.
  • Reference n° 65 Leafy (insulating plate) to be placed between the central pivot (ref.
  • Reference n° 68 Lateral flanges positioned on the external diameter of the bearing seat for their locking (ref. 55).
  • Reference n° 70 Cover to be placed on the central pivot (ref. 69) for containment of the bearings (ref. 55).
  • Reference n° 71 Roller for deviation traction rope. It is mounted on a support with slots (ref. 76).
  • Reference n° 72 Horizontal breaking rods checking potential rope (ref. 34) coming out from the roller (ref. 71).
  • Reference n° 73 Vertical breaking rods checking potential rope (ref. 34) coming out of the rope from the rollers (ref. 71) (passing over).
  • Reference n° 74 Frame for rollers support (ref. 76) which has the same inclination of the steady gradient of the profile on which the rope is located.
  • Reference n° 75 Screws for roller position adjustment (ref. 71).
  • Reference n° 76 Roller support group (ref. 71) with pivot for adjusting screws (ref.
  • Reference n° 78 Main engine (ref. 29) load bearing frame.
  • Reference n° 80 Universal joint type "Elbe", it has the function of connecting gear unit (ref. 20) with main engine (ref. 29).
  • Reference n° 81 Universal joint type "Elbe", it has the function of connecting gear unit (ref. 21) with recovery engine (ref. 30).
  • Reference n° 83 Wheel applied to the gear box frames (ref. 48 and 49) for the positioning and alignment with the driving pulley (ref. 17).
  • Reference n° 86 Concrete structures of the driving station.
  • Reference n° 87 Carpentry structure and self-supporting roof (made of panels) for covering driving station.
  • Reference n° 88 Adjustable bracket linking driving pulley frame (ref. 47) with brake positioning frame (ref. 50) to pick up the efforts which are generated during the braking action.
  • Reference n° 89 Access stairs to the winch area of the driving station.
  • Reference n° 90 Device whose function is to check the traction rope position at the input/output drive pulley by line (ref. 6 or 7)
  • Reference n° 100 Staircase in concrete and roof of the vehicles access stairs to the returning station and tensioning.
  • Reference n° 101 Lateral earth carry-over for exit skiers on the trucks at the valley station.
  • Reference n° 102 1 st deviation pulley which places the traction rope on the counterweight (ref. 103, 104, 111).
  • Reference n° 103 Frame supporting the counterweight pulley (ref. 104), scroll wheels inside of HEA profiles with ref. 106.
  • Reference n° 104 Counterweight pulley screwed on the frame with ref. 103.
  • Reference n° 105 Counterweight pulley throat cleaning device (ref. 104) fixed on the frame with ref. 103.
  • Reference n° 106 Guide counterweight with section HEA, fastened on the floor.
  • Reference n° 107 Cross beam mounted on the counterweight "HEA” guides with ref.
  • Reference n° 109 Horizontals rollers conveyor assembly that deflects of the traction rope (ref. 34) and places the rope at 900 mm parallel to the traction input rope.
  • Reference n° 110 Traction rope correct position placed at the entrance and exit of the counterweight pulley ref. 104.
  • Reference n° 112 Upper limit switch, it stops the counterweight (ref. 103, 104).
  • Reference n° 113 Rubber buffers to cushion any counterweight (ref. 103, 104) falls.
  • Reference n° 114 Metal sheet whose function is checking the correct position of the counterweight pulley (ref. 103, 104).
  • Reference n° 115 Frame for rollers support (ref. 76) which has the same inclination of the steady gradient of the line on which the rope (ref. 34) is put in.
  • Reference n° 116 Horizontal pulley for the first deviation traction rope (ref. 34).
  • Reference n° 117 Horizontal pulley for the second deviation traction rope (ref. 34).
  • Reference n° 118 Deviation pulley placed on the roof.
  • Reference n° 119 Traction rope correct positon traction rope in the transition between the first horizontal pulley (ref. 116) and the second horizontal pulley (ref. 117).
  • Reference n° 120 Metal sheet whose function is checking the correct position of the horizontal pulley (ref. 116 e 117).
  • Reference n° 121 Checking for traction rope correct positon placed at exit of the horizontal pulley (ref. 117) and in entrance of deviation pulley (ref. 118).
  • Reference n° 122 Metal sheet whose function is to check the correct position of the pulley deviation at exit of the counterweight.
  • Reference n° 123 Drum n°l unit for anchor load-bearing rope (ref. 33).
  • Reference n° 124 Drum n°2 unit for anchor load-bearing rope (ref. 33).
  • Reference n° 125 Concrete structures of the downhill (return) station.
  • Reference n° 127 Carpentry structure for return station covering.
  • Reference n° 128 Self-supporting roof return station, made of panels.
  • Reference n° 129 Support of horizontal pulley n° 1 (ref. 116), it's place above the dividing wall between stairs and the space stations where the drums (ref. 123 or
  • n° 130 Support of horizontal pulley n° 2 (ref. 117), it's place above the dividing wall between the stairs and the second space stations where the drums
  • Reference n° 131 Jumper with single roller for one traction rope system (fig. 40).
  • Reference n° 132 Line deviation saddles (ref. 7) for single winch driving station with one deviation roller. It's placed where the inclination changes.
  • Reference n° 133 Line deviation saddles (ref. 6) for the double winch driving station, with two deviation rollers. It's placed where the inclination changes.
  • Reference n° 134 Carpentry structure that supports the stress of the load bearing rope (ref. 33) and transfers it to the HEA profile that is inserted into the concrete plinth.
  • Reference n° 135 Clamp that has the function of blocking the load bearing rope (ref.
  • Reference n° 136 Profile with section HEA inserted into the concrete plinth with a function of taking the stress from the clamps (ref. 135) that blocks the load bearing rope with ref. 33.
  • Reference n° 137 Concrete plinth placed in the counterweight room or driving station, it's base for the carpentry structure that takes the stress from the load bearing rope (ref. 33) and transfers it to the HEA profile (ref. 136).
  • Reference n° 138 Access stairs to the counterweight area at the return station.
  • Reference n° 140 Hydraulic tensioning device which can be applied to the counterweight shown in Figure 22, 28, 30.
  • Reference n° 141 Hydraulic cylinder for hydraulic tensioning device.
  • Reference n° 143 Fixing structure of the cylinder rod to the load bearing structure of the counterweight pulley (ref. 103).
  • Reference n° 144 Fixing structure of the cylinder rod to the load bearing structure of the counterweight pulley (ref. 103). It is drawn in a transparent mode to simulate the pulley counterweight stroke (ref. 104).
  • Reference n° 145 Assembly guides of the structure of the counterweight pulley (ref.
  • Reference n° 146 Frame of the jumper supported by the double bearing roller of traction rope.
  • Reference n° 148 Lateral guide to the line jumpers (ref. 11 and 131) for containment in event of clamps failure, it is fixed outside of the clamp jaws (ref. 147). It allows slip-off containment of the load bearing rope placed at the sides of the vehicle, it allows a realignment of the jumper during the passage of the vehicle.
  • Reference n° 149 Sheet metal for load bearing cable containment (ref. 33) in case of derailment of it inside the line while avoiding overlapping with the rope (ref. 34).
  • n° 151 Assembly of right jaw deflection saddle line.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Pulleys (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)

Abstract

Système à câbles, approprié pour utiliser des câbles en tant que voies de roulement (6, 7) pour transporter des personnes ou des marchandises à différentes hauteurs, qui comprend une station de support (1, 2) équipée d'au moins un câble (34) de transport; une station de retour et de tension (3, 5) pour le câble qui est une ligne de liaison entre les stations et forme une boucle avec fonction porteuse dans un sens et avec fonction de retour dans l'autre sens, la ligne de liaison étant équipée d'au moins un élément de type sabot (132, 133) pour supporter le câble et/ou de cavaliers (11, 131) ayant une fonction de support pour le câble lors de sa traction et une fonction de jonction du câble lorsque ce dernier fonctionne en tant que câble porteur ; au moins un moyen de transport (10, 300, 302) qui suit, sur l'élément de type sabot, une trajectoire circulaire, le châssis du moyen de transport par contre, optimisant la courbe, suit une trajectoire marquée pour une ligne de jonction tracée par les ensembles roues (209, 210) du moyen de transport, la position du câble porteur sortant de la station de traction et de la station de retour et de tension étant obtenue par l'application de butées latérales, la distance entre câbles établie par une barre de liaison (153) entre le câble de traction (153) et le câble de retour (153) étant maintenue constante par les cavaliers (11, 131) qui assurent également la fonction de support des câbles.
PCT/IT2016/000244 2015-10-20 2016-10-19 Installation du type à câbles WO2017090065A1 (fr)

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ITUB2015A005405A ITUB20155405A1 (it) 2015-10-20 2015-10-20 Impianto a fune reclaiming, la risalita
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201600097865A1 (it) * 2016-09-30 2016-12-30 Meiranesio Luca Maritano Sistema di cabine orientabili per passeggeri
IT201800007692A1 (it) * 2018-07-31 2020-01-31 Leitner Spa Impianto di trasporto a fune

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110084171B (zh) * 2019-04-23 2023-03-31 东北电力大学 一种地铁车顶异物检测装置及检测方法
CN115122301B (zh) * 2022-09-01 2022-11-22 山西科达自控股份有限公司 一种挂载式巡检机器人

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Publication number Priority date Publication date Assignee Title
FR2288658A1 (fr) * 1974-10-24 1976-05-21 Pohlig Heckel Bleichert Mecanisme de roulement de securite pour teleferique a navette
FR2575985A1 (fr) * 1985-01-17 1986-07-18 Creissels Denis Ascenseur horizontal a cables aeriens
EP0283888A2 (fr) * 1987-03-25 1988-09-28 Von Roll Transportsysteme AG Installation de téléphérage
EP2881300A1 (fr) * 2013-12-06 2015-06-10 Bartholet Maschinenbau AG Téléphérique

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2288658A1 (fr) * 1974-10-24 1976-05-21 Pohlig Heckel Bleichert Mecanisme de roulement de securite pour teleferique a navette
FR2575985A1 (fr) * 1985-01-17 1986-07-18 Creissels Denis Ascenseur horizontal a cables aeriens
EP0283888A2 (fr) * 1987-03-25 1988-09-28 Von Roll Transportsysteme AG Installation de téléphérage
EP2881300A1 (fr) * 2013-12-06 2015-06-10 Bartholet Maschinenbau AG Téléphérique

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201600097865A1 (it) * 2016-09-30 2016-12-30 Meiranesio Luca Maritano Sistema di cabine orientabili per passeggeri
WO2018061044A3 (fr) * 2016-09-30 2018-05-11 Maritano Meiranesio Luca Système de cabines orientables pour passagers
IT201800007692A1 (it) * 2018-07-31 2020-01-31 Leitner Spa Impianto di trasporto a fune
EP3604071A1 (fr) * 2018-07-31 2020-02-05 LEITNER S.p.A. Système de transport par câble
CN110775076A (zh) * 2018-07-31 2020-02-11 莱特纳股份公司 缆索运输系统
US11220277B2 (en) 2018-07-31 2022-01-11 Leitner S.P.A. Cable transportation system
CN110775076B (zh) * 2018-07-31 2024-01-19 莱特纳股份公司 缆索运输系统

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