WO2018061044A2

WO2018061044A2 - System of orientable cabins for passengers

Info

Publication number: WO2018061044A2
Application number: PCT/IT2017/000203
Authority: WO
Inventors: Luca MARITANO MEIRANESIO
Original assignee: Maritano Meiranesio Luca
Priority date: 2016-09-30
Filing date: 2017-09-26
Publication date: 2018-04-05
Also published as: WO2018061044A3; IT201600097865A1

Abstract

The system of orientable cabin for the transport the persons is applied on load bearing frame of trolley of the new system denominate "Reclaiming rope-type plant" with patent international application number PCT/IT2016/000244 or on ropes way system to funicular types. The system is composed with a number "n" (variable) of cabin, they keep the cabin floor in horizontal way at the variation of the inclination of the carrying ropes way. The system allows also to exceed the hillock with a variation of the inclination between +36° and -36°. The cabin has for every side the doors inclined to 45°and the cabin load bearing frame has for every side a support groups that have the function of load-bearing and rotation of it. In the right support is inserted the wheel toothed to check the rotation with the encoder and in left support is inserted a cam to detect when the cabin load bearing frame is parallel to vehicle load bearing frame of the, in alternative the same function can be exerted by the inclinometer device applied on the frame vehicle. The horizontality of the cabin is checked by the inclinometer device places under cabin floor by means of the control unit and it is kept in balance by mean of the pressure equilibrium in the two chambers of the orientable cylinders and must exert a pressure to resist at the load of the persons and at the wind force. The inclinometer device might check the inclination orthogonal at axle of the ropes way to avoid the unbalance the vehicle can have for the lateral wind force or at the persons weights don't distribute in correct way in the cabins. If the inclination orthogonal exceed of some degrees the control unit can transmitted an error signal to reduce the speed or stopped the vehicle. As a safety matter, it is possible to duplicate the main hydraulic unit for orientation to supply the same hydraulic force in case of failure of the main unit. In alternative, it's possible to apply a safety system that foresees the installation of safety hydraulic cylinders that can orient only some cabins. The cabins without the safety orientable system are contained with a system of rails with rollers applied on the external of the cabin. The synchronization with the orientable cylinders is obtain with the control of the variation of the flow performed in the same time "t". In case of failure of the handling system are developed two systems of rescue, the first is a telescopic arm of rescue to lower the passengers by the vehicle and the second is utilizable in case the ropes way system is of the type at double driving with handling independent of every vehicle and it foresees the provisional installation in the service vehicle of a footbridge extendible. The proposed vehicle allows a better adaptation of the stations to transport the disabled passengers because it's possible the installation of a rack conveyor with platform for wheelchair to take or take out the disabled person directly at the cabins of the vehicle. The system foresees the creation of some terracing at the side of the vehicle's cabins with gates to regulate the access to the station, at the vehicle and at the disabled platform.

Description

SYSTEM OF ORIENTABLE CABINS FOR PASSENGERS The present invention refers to a new system of cabin for transport of persons (fig. 1 ref. 1) applied on the frame of the vehicle used on the trolley (fig. 1 ref. 2) employed on the new types denominated "Reclaiming rope-type plant" with patent international application number PCT/IT2016/000244 or on any ropeway system of the types at funicular.

This project is based on the necessity to create a new system composed by a number "n" (variable) of cabins (fig. 1 ref. 1) that allows to keep the cabin floor (fig. 2 ref. 3) plan always horizontal also when the inclination of the ropes change. This system allows also the overcoming of the hillock by means of a central hinge system of the cabins on the frame, it can vary its inclination between the value of +36° until to -36°. This value can be increased also if it's more difficult the access to the cabins for the increase of the value of inclination the staircase with the consequence of the increase of the steps height of it.

The invention, as claimed in claim 1 , will be better described by some preferred embodiments thereof, provided as a non-limiting example, with reference to the enclosed drawings, in which the following figures are illustrated in the concept developed:

Figure n° 1 shows like is structured the all frame bring the cabins. In this picture, the frame complete with the cabin, this is object of this patent is indicated with the ref. n° 1 , it is applied on the trolley described in patent denominated "Reclaiming rope-type plant" with International application number PCT/IT2016/000244 (indicated with ref. n°2).

Figure n° 2 shows the detail of the frame (ref. 4) on whom are applied the cabins (ref. 3) with the hydraulic system of orientation (ref. 5 and 6), object of the patent. The structure (ref. 4) is fixed to the frame (ref. 41 ) by means of the plate with ref. 4a. The reference n° 55 are indicated the rollers that they lean on the rails (ref. 54) for containment the cabin in case of the failure of the cabin orientable system without the hydraulic safety cylinders (ref.49 and 50).

Figure n° 3 shows the group of cabins in isometric view with the frame (ref. 4) with cabin (ref. 3) completed of the hydraulic system of orientation (ref. 5 and 6). The system described in this patent serves for making a group of cabins apply on the load bearing frame (figure n°4) who keep the walking floor horizontal also if there is a change of the inclination of the line profile. The cabin is placed by means of the pivot (fig. 8 and 9 ref. 25) in the seats (fig. 4 ref. 7b and 8b, fig. 5 ref. 7b and 8b).

This system is composed with a number "n" of cabin (fig. 7) that in the illustrated case are eight, they are hinged in the middle at the floor cabin load bearing frame (fig.8 ref. 17) and by means of the inclinometer devices (fig. 8 ref. 24) applied under the cabin's floor detects if there's a difference of inclination between the cabin's floor and the definite theoretic plane perfectly horizontal. In Figure n° 4 is showed the view of the frame which brings the cabins.

The frame bearing the cabins is a structure composed by a rectangular section profile (ref. 7 and 8) on it is welded a triangular plate at an its extreme is placed the seat (ref. 7b and 8b) to bring the shaft (fig. 8 and 9 ref. 25) that is inserted in support group (fig. 7 ref. 19 and 20) to allow the rotation the cabin in addition to make a function of take the load of the cabin. · The frame is joined with the crossbars of reinforced (ref. 9 and 10), the complete frame is bolted to the trolley frame (ref. 41) by means of the plates indicated in figure with ref. 7a, 7d, 7c, 8a, 8d. The showed trolley frame is described in the patent named "Reclaiming rope- type plant" with International application number PCT/IT2016/000244 (show in figure n°l with ref. 2) but it can be applied to every rope-type funicular system.

In Figure n° 5 is showed the detail of the frame (ref. 8) executes by the side where is place the encoder group (ref. 13) for checking the rotation of the cabin by means of the pinion placed on the encoder that is engaged on toothed wheel (fig. 8 ref. 23) in the support group (fig. 8 ref. 20). The encoder group (ref. 13) complete of the pinion, through the support, is bolted at the frame (ref. 8) or in other case on the ref. 7 fig. 4. The plate 7a, 8a, 8d are the plates of fixing on the frame (ref. 41). The supports (ref. 42 and 43) are load bearing the safety cylinders. The hydraulic unit for the orientable cylinders (ref. 57) is placed on the load bearing frame (ref. 59).

In figure n° 6 shows the detail of the frame by micro side, it's has the function to give the zero position when the floor of cabin is parallel to the frame's structure. The group is composed by support group (fig. 9 ref.19) with a cam of zero that acts the micro placed on the support (ref.14).

The reference n°14 shows the group complete of micro (ref. 36) that is bolted to the frame (ref. 7) or in other case on the frame reference n° 8 (showed in fig. 4). In addition to the references explained in the description of fig. 5, it's possible to see the pivot (ref. 37) in the attacks of the orientable cylinders and the vehicle containment rails driving (ref. 62 and 61) during the entrance in stations.

The cabin (fig. 7 ref. 15) inside of it there are the passengers, it is applied on the orientable floor (fig. 7 ref. 16) that it has the characteristic to have it two doors (ref. 66) at 45° for every side of it to reduce lateral force exerted by the wind. The distance between every cabin is of 530 mm, this solution is chosen to reduce the lateral pressure because doesn't create a continuous surface.

• The distance of 530 mm between the cabins allows to have an autonomous rotation of every cabin by a minimum of 3 degrees at a maximum of 11,5° between the cabins with any inclination of the line profile. This inclination is helpful during the passage of the vehicle on the deviation shoes (or hillock) in speed.

• The dislocation of the doors (fig. 7 ref. 66) at 45° (shows in figure n°7) allows to create a floor external at the cabin, it's useful to the persons for entrance and exit by the cabin or during the emergency operations (to go down the passengers when the vehicle is failure). · The internal width dimension of the cabin is major at 900 mm, that is the request distance for the passage of the wheelchair for disabled.

The cabin (fig. 7 ref. 15) is fixed by means of the bolts at the aluminium floor (fig. 7 ref. 16) that it's fixed on the orientable frame (fig. 7 rif. 17) by means of plates bolted on the metal rubber rails of the Agst-Pfister that are placed in special seats of the frame (fig. 10 rif. 17b). · The system of safety system is applied to the cabin floor, it's obtains with sheets metal with shape at "z" (fig. 7, 8 and 9 ref. 18) that it winds the frame (fig. 7 ref. 17) and they prevent the detach the floor sheet (fig. 7 ref. 16) by the frame in case of physical breakdown of the metal rubber rails Apsovib of the Angst-Pfister (fig. 10 ref. 33) that are placed in the seats of the frame (fig. 10 ref. 17b). Figure n° 7 shows a lateral view of one cabin (ref.15), complete of floor cabin (ref. 16) that is fixed on the frame (ref. 17). The cabin might rotate by mean two support (ref. 19 and 20). At the cabin's floor (ref. 16) are applied the safety metal sheets (ref. 18) to contain it in case of failure of the metal rubber rails Apsovib placed on the frame (ref. 17).

• The ref. 17a shows the attack of the hydraulic cylinder group for rotation of ± 36° of the cabin's floor (ref. 16).

Figure n° 8 shows a detail of the groups places under the floor by the side where the group encoder is applied. In this view, the rotation system identified with ref. 20 fig. 7 and 8 (the ref. 22, 23, 27, 28, etc. ... are them components) can be seen. It brings the frame (ref. 17). The shaft (ref. 25) is inserted in the support (ref. 22) and it's placed on the load bearing frame (fig. 4 ref. 7 and 8) (continues description of Figure n° 8) in the seat (fig. 4 ref. 7b and 8b). The wheel toothed (ref. 23) is inserted consecutively to the bearing in the support concentric to the shaft (ref. 25). It's fixed on the frame (ref. 17) and it rotates with the floor (ref. 16).

Figure n° 9 shows the detail of the under of the cabin by the side where is applied the cam (ref. 35) that it acts the micro of "zero position" (fig. 6 ref. 36) when the cabin floor is parallel to the bearing frame (fig.4 ref. 7 and 8).

This view shows the rotation system identified with ref. 19 fig. 7 (the ref. 22, 24, 29, 35, ecc... are them components). It brings the frame (ref. 17). The shaft (ref. 25) is inserted in the support (ref. 22) and it's fixed on the bearing frame (fig. 4 ref. 7 and 8) in the seat indicate with ref. 7b and 8b. The cam (ref. 35) acts the switch micro of "0" is placed concentric on the shaft (ref. 25) and it is inserted on the support after the bearing (ref. 31). It's fixed to the frame (ref.17) and it rotates with the cabin floor (ref. 16).

Figure n° 10 is the section in the middle area of the cabin, where it can see the fixing system of the cabin floor (ref. 16) by means of the aluminium plates (ref. 26) on the upper surface of the metal rubber rails Apsovib (ref. 33). The metal rubber rails (ref. 33), on surface under, are fixed in the seats (ref. 17b) of the frame (ref. 17). The frame (indicated in fig. 8 and 9 with ref. 17), on it is fixed the sheet in aluminium (fig. 8 and 9 ref. 16) of the floor, is attached to two groups that has the function of support and they allow the rotation of the frame (indicated in fig. 7 with ref. 19 and 20). On the sheet in aluminium (fig. 8 and 9 ref. 16) of the floor is bolted the cabin (fig. 7 ref. 15).

The two supports left and right group (fig. 7 ref. 19 and 20) bring the cabin group, they are equal in the assembly.

• The mechanical operation is based on two shafts (fig. 8 and 9 ref. 25), they are inserted in the seat of load bearing frame (fig. 4 ref. 7 and 8) indicate in fig. 4 with ref. 7b and 8b. A circular plate (fig. 8 and 9 ref. 28) is fixed at the head of the shaft by means of a bolts and metal plug, and it is fixed at the external of the seat on the frame.

· The bearing (fig. 8 and 9 ref. 31) is placed on the shaft (fig. 8 and 9 ref. 25) by means of the spacers (fig. 8 and 9 ref. 32) and between the lid of closed (fig. 8 and 9 ref. 34) is placed the bushing (fig. 8 and 9 rif. 27). The support (fig. 7 ref. 19) brings the cam of "zero" (fig. 9 ref. 35) and the other support (fig. 7 ref. 20) brings the toothed wheel (fig. 8 ref. 23). The assembly of the cam and the toothed wheel with bushing (fig. 8 and 9 ref.27) guarantee the centring with the shaft (fig. 8 and 9 ref. 25).

^• The bearing (fig. 8 and 9 ref. 31) on its external diameter is placed inside of the support (fig. 8 and 9 ref. 22). The bearing and the other components are placed on the shaft and they are closed by means of the lid (ref. 34 fig. 8 and 9).

^• At side of the support (fig. 7 ref. 20) is placed the stirrup (fig. 8 ref. 30) which brings the inclinometer device (fig. 8 ref. 24), and has the function to detect the difference between the theoretical plane horizontal and the inclination of the cabin floor (fig. 9 ref. 16). While the toothed wheel (fig. 8 ref. 23) meshes with the pinion placed on the encoder group (fig. 5 ref. 13) bolted with a support on the load bearing frame (fig. 4 ref. 7 and 8) to check the rotation angle of the floor cabin (fig. 8 ref. 16). At opposite side of the load bearing frame (fig. 7 ref. 17) there is a support (fig. 7 ref. 19) where at its internal is placed a cam (fig. 9 ref. 35), that has the function to activate the micro of "0" (fig. 13 ref. 36) placed on the support bolted to the load bearing frame (fig. 4 ref. 7 and 8). The micro of "0" (fig. 13 ref. 36) is activated when the floor cabin (ref. 16) is parallel to the frame (ref. 4), this position corresponds at half course of the rotation cabin. The switch of "0" (fig. 13 ref. 36) has the function to give an electronic reference at the management system.

• The cam of "0" and the micro of "0" might don't install when the reference is detected with the electronic device (fig. 4 ref. 53) placed on the frame.

Operation of the electronic handling of the hydraulic orientation of the plane cabin.

The scheme of figure n° 1 1 shows the working of the inclinometer (fig. 8 ref. 24). It varies the value of the current and the tension when the cabin floor (ref. 16) has an inclination different by the horizontally. In the scheme are reported the two diagram with Figures, they represent the positions of installation in relation at the value detected. The annotation "X" is the representation of the axle "X" and the annotation "Y" is the representation of the "axle Y".

The working of the electronic device to manage the horizontal plane of the cabin (fig. 7) is based on the inclinometer device.

• The inclinometer device, that the functional graphic is showed in fig. 1 1, gives off a variable signal that change in reference of the position assumed by the cabin floor. The inclination of the floor is detected to kept in consideration the horizontal position (0° theoretic) of the cabin floor, that is corresponding at a value of current intensity of 12 mA and a tension of 2,5 V with power supply at 10V or at a value of current intensity of 12 mA and a tension of 5 V with power supply at 24V. • The signal is management with an PLC and the better solution is to use an power supply at 24 V with output signal between 0 and 10 V.

At every difference between the inclination of the cabin floor and the plane horizontal theoretical, the output signal of the inclinometer change. In case of assembled of cylinder all equal (fig. 15 ref. 5):

• It increases the value of current and the tension, if it's necessary rotation compensatory anticlockwise.

• Or It decreases the value of current and the tension, if it's necessary rotation compensatory clockwise.

For the cabin floor with cylinder placed in specular way (fig. 16 ref. 6) at every difference between the inclination of the cabin floor and the plane horizontal theoretical the output signal of the inclinometer change in this way:

• It decreases the value of current and the tension, if it's necessary rotation compensatory in anticlockwise.

· Or it increases the value of current and the tension, if it's necessary rotation compensatory in clockwise.

The hydraulic unit receives the signal of the inclinometer device and it keeps like reference values 12mA and a tension of 5 V, the difference between the signal received and the value of reference give a variable value that is the request of correction of the inclination of the floor cabin. From this date is possible to obtain a values table with these columns of datum:

• Angle: It's the mistake between the floor cabin perfectly horizontal and its really inclination (detected)

• The value of the tension output by inclinometer device is referenced at the position of the cabin's floor respect al horizontal floor "perfect". It can variable between a range of 0 and 5V for rotation between -45° and 0°, while it might variable between a range of 5 V and 10 V for rotation between 0° and 45°. A plane is defined horizontal "perfect" those that in a gave point of the earth it has the plane perpendicular at the vertical direction, that is at the direction where the plumb bob is dislocated. The horizontal surface is those that have in every its point for normal the vertical the passing through for the point, that is a surface equipotential of the field of the gravity.

• The error tension of the horizontality of the plane: it's calculated with the subtraction of the central value of the inclinometer that has a reference value of 5V from the tension gave by inclinometer device:

• Tension of the error of horizontality = 5 (V) - tension gave by inclinometer. • From the value is possible obtain the entity and the verso towards the plane must be rotate for obtain the horizontal plane. If the value of the error obtain is positive the cabin floor must be rotate in anticlockwise. If the value of the error obtain is negative the cabin floor must be rotate in clockwise (fig. 14 ref. 5).

♦ For the cylinder places in mirror way, if the value of the error tension of horizontality obtain positive, it's need a clockwise rotation. If the value of the error tension of horizontality obtain negative, it's need an anticlockwise rotation (fig. 16 ref. 6).

• The same reasoning might be made with the current of the inclinometer. It's the output value of the inclinometer when change the position of the cabin floor. It's variable in a range between 4 and 12 mA for rotation between -45° and 0° and between 12 mA and 20 mA for rotation 0° and -45° respect at perfect horizontal plane (fig. 1 1).

• If it's subtract at the value of reference of 12 mA of the current of the horizontality plane the value of the current gave by the inclinometer:

• Current of the error of horizontality = 12 (mA) - current gave from inclinometer. ♦ From the value, we might know the entity and the verso of the compensative rotation.

If the value of the error current is positive, it's necessary a rotation of the plane in anticlockwise direction. If the value of the error current is negative, it's necessary a rotation of the plane in clockwise direction, (fig. 14 ref. 5).

• For the cylinders positioning in mirror way if the value of the error current is positive, it's necessary a rotation of the plane in clockwise direction. If the value of the error current is negative, it's necessary a rotation of the plane in anticlockwise direction, (fig. 16 ref. 6).

Figure n° 12 shows the detail of the cabin from below by the side where the encoder is applied.

• In this view can be see the system of rotation (ref. 20) of the cabin with the cabin floor, composed with the elements with ref. 15, 16, 17. The cabin's frame is hinged on a shaft placed in the fixed frame (in the seat 7b and 8b of Figure n°4) that rotates by means of a bearing.

• The ref. n°5 indicates the cylinder for positioning the cabin, while the ref. 49 indicates the safety cylinder that might intervene in case of failure to operate the orientable cylinders (ref. 5) that are management by the stroke detectors (ref. 50). For the management of the request of cabin rotation made by the inclinometer are possible two methods: ^♦ The first method is made through the checks of the current's tension where in the cylinders are sent oil in pressure or in the cylinder chamber or in rod chamber until the inclinometer (fig. 7 and 8 ref. 24) reaches the value of 5V and 12 mA.

~, .. , . , _J Tension error* Angle tension of reference

♦ The correction angle is equal to: : :— -— ^;

a (Tension at the angle of 0° - Tension at the angle of 45°)

♦ Whit this operation it's possible to obtain the sign and the value to discriminate the rotation with the application of this values:

> Reference angle = 45 degrees

Tension at the angle of 0 degrees = 5 V and tension at the angle of 45 degrees = 10 V

> Tension error = Error of the tension detected by inclinometer device.

^♦ Example 1 with tension in output of the inclinometer of 5,22 V the value of tension error is (Tension in output of the inclinometer - tension of reference) = (5,22 - 5) = 0,22V

0 22*4-5°

♦ The correction angle is equal to: '_g _ = 1,98°~2°

^♦ The angle of rotation has opposite sign at the angle of rotation the frame respect at the horizontal because the rotation of the floor cabin is compensative.

Example 2 with tension in output of the inclinometer of 4,78 V the value of tension error is (Tension in output of the inclinometer - tension of reference) = (4,78 - 5) = -0,22V

Q 22*45°

♦ The correction angle is equal to: ^ _ ₁₀^ ⁼ ~ 1,98°~ - 2°

The second method is made with the checked of the numbers of impulses to recover for obtaining the horizontal plane. For obtaining the number of impulse it is necessary to consider the geometry of the system placed under the cabin floor.

♦ The toothed wheel (fig. 8 ref. 23) is fixed on the support (fig. 8 ref. 22) to stop the rotation and it's placed on the shaft of rotation (ref. 25) and if it's realized, for example, with m = 1 ,5 and z = 55

♦ The pinion is placed on the encoder's shaft and if it's realized, for example, with m = 1,5 and z = 10. It is bolted on the load bearing frame of the cabins, (fig. 12 ref. 4)

♦ The gear ratio is equal at n = 55/10 = 5,5 with an application of an encoder standard with 1024 points of resolution. The value obtain gives the numbers of the encoder impulses of the plan must rotate.

In consideration that there isn't difference between the first cylinder (fig. 16 ref. 6) and the other cylinder (fig. 14 ref. 5) because the inclinometer with the cabin's assembly are placed in mirror way. Therefore, for all cylinders: > For value of tension between 5V and 0V the oil in pressure is sent to the rod chamber and the cylinder chamber is sent in discharge to contract the length of them.

> For value of tension between 10V and 5V the oil in pressure is sent to the cylinder chamber and the rod chamber is sent in discharge to allow the elongation of the length of them.

♦ The encoder (with 1024 pulse/resolution) monitors the horizontality of the cabin applying this calculate:

N° pulse encoder* Angle to be corrected

> N pulse to be corrected = * n =

round angle

_*. , _ro , . , , _* 1024* Angle to be corrected _ _

> N pulse to be corrected = - * 5,5=

360

· Example 1 with an angle that must be correct of 1,98°, the value of the number pulses that must be correct is:

1024*1 8°

♦ N° pulse to be corrected = — * 5,5 = - 30,976 = — 31 impulse this rounding corresponds an error of 0,04° , it might reduce with an encoder with major resolution.

♦ In the cylinder is sent oil in pressure in the cylinder or rod chamber until the value of 5V and 12 mA or until the encoder counts n° -31 pulses respect to the value detect before start the procedure of levelling.

^♦ Example 2 with an angle that must be correct of -1,98°, the value of the number pulses that must be correct is:

♦ N° pulse to be corrected = - ^²⁴^^"1,98 * 5,5 = 30,976 = ~31 impulse this rounding corresponds an error of 0,04°.

♦ In the cylinder is sent oil in pressure in the cylinder or rod chamber until to reach value of 5V and 12 mA or until the encoder counts n°31 pulses with respect at the value detect before start the procedure of levelling.

The cylinder stroke is knowing with mathematic calculations, it serves for the management of the PLC because the hydraulic unit sends oil until the encoder device (fig. 5 ref. 13) or the inclinometer device (fig. 7 and 8 ref. 24) give the requested value. The PLC activates the electro-valve to management the loading or unloading of the oil in pressure in the cylinder to position the horizontally the plan of the floor cabin. The value of the stroke is necessary to value the flow that must be supplied by hydraulic unit. Table 1 shows the operation of the interface between the inclinometer (fig. 7 and 8 ref. 24) and the encoder devices (fig. 5 ref. 13). At every value of correction request of the inclination of the cabin floor given from the inclinometer is calculated the value of the number of impulses that must read by the encoder device.

Angle of the Values of Values of Tension of Tension of Number of cabin floor tension tension the error of the error of pulses of with detect by the detect by the the the the encoder respect the inclinometer inclinometer inclinometer inclinomete that must be horizontal [V] for [V] for [V] for r [V] for recovered. floor. cylinder fig. cylinder fig. cylinder fig. cylinder

14 ref. 5 14 ref. 6 H ref. 5 fig.14 ref. 6

2 5,22 4,78 0,22 -0,22 -31

1 5,1 1 4,89 0,1 1 -0,1 1 -16

0 5,00 5,00 0,00 0,00 0

-1 4,89 5,11 -0,11 0,11 16

-2 4,78 5,22 -0,22 0,22 31

The system works only always in the range ± 2° because when the tension reaches the value of 5,22 V or 4,78 V is activated the hydraulic system to send the oil in the cylinder to correct the error detected. It's important that the management is made with this sequence of operations: · If it's detect the value of 5,22 V with a floor cabin inclined to +2°, with the action of the cylinder, it is brought the floor cabin horizontal (inclined 0°) and the value of inclinometer to 5 V and 12 mA or by means of the count of -31 pulses on the encoder device. If the vehicle is on an inclination of the ropeway of 23° that is the position of 329 pulses respect to the "0" and the inclination of the ropes way are brought to 21 °, the horizontality is will be equal at the number of pulses of 297 pulses. For the cylinders (fig. 15 ref. 5) places all in same position, it is sent the oil in the cylinder chamber and the rod chamber is sent in discharge until reaches the value of -31 pulses of the encoder device (or 5 V 12mA on inclinometer device).

♦ In the cabin with the cylinders (fig. 16 ref. 6) placed in opposite position, if the inclinometer device detects the value of 4,78 V, it is sent the oil in the cylinder chamber rod and the cylinder chamber is sent in discharge until to reach the value of -31 pulses of the encoder device (or 5V 12 mA on inclinometer device).

♦ At the end of the repositioning of the cabin floor, the control unit of the system checks if the inclinometer device is at the value of 5 V and 12 mA and it might decide new correction to made at the system.

^♦ In case is relivable the value of 4,78V, the cabin floor is at the value of -2° and it must bring to 0° by means of the cylinders (fig. 14 ref. 5), that brings the cabin system to +31 pulse of encoder from actual position. If the vehicle is on inclination of the ropeway to -23°, this value corresponds to -360 pulses (or 2,44V of the inclinometer device fig. 4 ref. 53), it must be brought at the position of -329 pulses of encoder whit the reference to the "0" or 2,67 V of the inclinometer device (fig. 4 ref. 53). For the cylinders (fig. 14 ref. 5) places all in same position, it is sent the oil in the rod chamber and the cylinder chamber is sent in discharge until reaches the value of +31 pulses of the encoder device or to detect 5V 12mA on inclinometer device.

♦ In the cabin with the cylinders (fig. 16 ref. 6) placed in opposite position, if the inclinometer device detects the value of 5,22 V, it sends the oil in the cylinder chamber and the rod chamber is sent in discharge until to reach the value of +31 pulses of the encoder device or to detect 5 V 12 mA inclinometer device.

♦ At the end of the repositioning of the cabin floor, the system checks if the inclinometer device is at the value of 5V and 12 mA and it might decide new correction to made at the system.

The following table shows the different values of the cylinder stroke to compensate the inclination of cabin floor (detected by the inclinometer ref. 24 and encoder device ref. 13) to maintain in horizontal position with respect to the inclination angle of the frame.

The adjustment of the positioning speed is based on the control valve of flow that it has a function to regular the speed of loading or unloading oil by the cylinder chambers.

The control unit by means of the encoder device (ref. 13) might know the total number of pulses or by means of the inclinometer device (ref. 53) might know the inclination of the load-bearing frame respect the cabin floor before the repositioning.

Table 2 shows the relation between horizontal cabin floor and vehicle' s frame inclination. The values detect by encoder and inclinometer devices are used to calculate the stroke of the orientation cylinders.

Angle between N° pulses of Value of the Cylinder stroke Cylinder stroke the frame the encoder current [V] of with reference at with reference at parallel to the device with the the point "0^M of the point "0" of line profile reference to inclinometer the orientation the orientation and the the middle "0" device (fig. 4 system. Detail system.

horizontal of the system. ref. 53) "C" fig.16 ref. 5. Detail "D" fig.16 cabin floor. ref. 6

- 36 - 563 1 ,00 - 50,44 - 1 1 1,2

- 35 - 548 1,1 1 - 49,92 - 107,4

- 34 - 532 1,22 - 49,35 - 103,6

- 33 - 516 1,33 - 48,73 - 99,91

- 32 - 501 1,44 - 48,06 - 96,21

- 31 - 485 1,56 - 47,34 - 92,54 Table 2 shows the relation between horizontal cabin floor and vehicle' s frame inclination. The values detect by encoder and inclinometer devices are used to calculate the stroke of the orientation cylinders.

Angle between N° pulses of Value of the Cylinder stroke Cylinder stroke the frame the encoder current [V] of with reference at with reference at parallel to the device with the the point "0" of the point "0" of line profile reference to inclinometer the orientation the orientation and the the middle "0" device (fig. 4 system. Detail system.

horizontal of the system. ref.53) "C" fig.16 ref.5. Detail "D" fig.16 cabin floor. ref.6

-30 -469 1,67 - 46,56 -88,91

-29 -454 1,78 - 45,73 - 85,33

-28 -438 1,89 - 44,86 -81,78

-27 -422 2,00 - 43,93 - 78,27

-26 -407 2,11 _j - 42,95 -74,81

-25 -391 2,22 -41,92 -71,39

-24 -375 2,33 - 40,84 - 68,00

-23 -360 2,44 -39,71 - 64,67

-22 -344 2,56 -38,53 -61,37

-21 -329 2,67 - 37,30 -58,11

-20 -313 2,78 - 36,02 - 54,90

- 19 -297 2,89 - 34,68 -51,73

- 18 -282 3,00 -33,30 -48,61

- 17 -266 3,11 -31,87 -45,52

- 16 -250 3,22 - 30,39 - 42,49

- 15 -235 3,33 - 28,86 - 39,49

- 14 -219 3,44 - 27,27 - 36,54

- 13 -203 3,56 - 25,64 -33,63

- 12 - 188 3,67 - 23,96 -30,77

- 11 - 172 3,78 - 22,23 - 27,96

- 10 - 156 3,89 - 20,45 -25,18

-9 - 141 4,00 - 18,63 - 22,46

-8 - 125 4,11 - 16,75 - 19,78

-7 - 110 4,22 - 14,83 - 17,14

-6 -94 4,33 - 12,85 - 14,56

-5 -78 4,44 - 10,83 - 12,01

-4 -63 4,56 -8,76 -9,52

-3 -47 4,67 -6,64 -7,07

-2 -31 4,78 -4,48 -4,66

- 1 -16 4,89 -2,29 -2,31

0 0 5 0,00 0,00

1 16 5,11 2,31 2,26

2 31 5,22 4,66 4,47 Table 2 shows the relation between horizontal cabin floor and vehicle' s frame inclination. The values detect by encoder and inclinometer devices are used to calculate the stroke of the orientation cylinders.

36 563 9,00 1 11,2 50,44

Figure n° 13 shows the detail of the cabin underneath from the side where is placed the micro to make the theoretical "0" (ref. 36 it's a component of the assembly ref. 14) or rather where the cabin has the rotation symmetry with equal rotation to left and to right. In this view is possible to see the system of rotation (ref. 19) of the cabin that is hinged in the load-bearing frame (fig. 4 in the seat 7b and 8b) by means of a shafts place in the fixed frame (ref. 25), over it is collocated the cabin floor (ref. 16) rotating with the application of bearings.

The function of the micro of zero (fig. 13 ref. 36) is to detect when the cabin floor is parallel to the frame vehicle. The micro is activated when the cam of "0" (fig. 13 ref. 35) is rotated, because the cam inserted inside the support (fig. 9 ref. 22) is fixed by means of the plate (fig .9 ref. 29) at the frame (ref. 17) of the floor cabin (fig. 9 ref. 16). The same function might be made with the inclinometer device (fig. 4 ref. 53) that is applied on the load-bearing frame to detect the inclination of it. The parallelism between the load-bearing frame and cabin floor is obtained with the formula:

· (value detect by the inclinometer on the frame (fig. 4 ref. 53)) - (inclinometer value at inclination 0° of the load-bearing frame).

• For example: Value detect by the inclinometer on the frame (fig. 4 ref. 53) is 7,22 V correspond to 20° and the reference value of inclinometer at inclination 0° of the load bearing frame is 5 V. If it's made the subtraction, it is obtained the value of 2,22 V.

· If the value of 2,22V is subtracted from the value of the inclinometer device (fig. 7 ref. 24), it's obtained the value of the cabin floor (fig. 12 ref. 16) parallels at the frame (fig. 12 ref. 4), instead the value of the parallelism for the first cabin is obtained with the addition.

This operation might serve for different function:

• The main function is to give a reference at the encoder, to give a base on to made the count of pulses based on the symmetry plan of the rotation system. Further, it might be use for made an "0" of the encoder device to distribute the error of counter in symmetric mode between +36° and 0 and between 0 and -36°.

• To create a point of verify of the management system (PLC) during the cycling of work of the cabin because the micro switch is always activated inside of a determinate value of the pulses number of the encoder with an admitted an error of the 1 or 2 %.

The inclinometer device (fig. 8 ref. 24) gives the possibility to check the overturning of the vehicle by means of the check of the rotation around the second axle denominated "X".

• The control on the axle perpendicular at "Y" denominated "X" (see the scheme fig.1 1), it might be used like safety in case there is an excessive inclination of the vehicle due to wind force exerted on the long side of the vehicle or to unbalance due not correct distribution of the people weight in the vehicle. With the function of monitoring the axle "X" is possible insert a transmission of alarm signal at the driving station to reduce the speed or stopped the ropeway system. The signal of alarm might be activating when the inclinometer device on the axle "X" reaches the value of 5,22 V or 4,78V. This two values correspond an inclination of ± 2° that reaches at a difference of height of 1 12 mm with wheelbase ropes of 3200 mm

• If it's installed the inclinometer device (fig. 4 ref. 53) on the load bearing frame the same function (fig. 8 of the device ref. 24) might be exercise by it but it is made on the frame base with check of the control of the axle "Y" to check the orthogonal wind force because the axle "X" checks the inclination of the ropes of the line profile or the inclination of the line that is obtained joining the points of rotation of the central shafts brings the rocker arm of the trolley wheels during the passage on the line shoes.

• The groups speed and direction wind (fig. l ref. 63) if they are installed on the first cabin of the vehicle on both side, they might allow to detect in every moment the external force due to wind with the valuation of its speed and direction. In the calculation, it is important to consider the speed of the vehicle. When the control unit detects an excessive value of the wind, it can send an alarm signal at the driving station to reduce the speed of advance or stopped the vehicle.

Evaluation of forces and pressure during the advance in the orientable cylinder.

Figure n° 14 shows the functionally geometry of all cylinders applies on the frame that orient the cabin (detail "A") with the exclusion of the cylinders first group because its geometry of application is showed in figure n°16 ref. 6.

• The system is controlled by means of an encoder group (fig. 5 ref. 13) and with the inclinometer device (fig. 8 ref. 24), in particular it's possible to note that if the inclinometer device rotates clockwise it gives an output signal between 5 and 10 and if the inclinometer device rotates in anticlockwise it gives an output signal between 0 and 5 (like showed in fig. 1 1).

• In the detail "B" is possible see the safety cylinders (ref. 49) to control the cabins in case of the main system of orientation is failure.

Figure n° 15 shows the lateral view of the detail of a cabin where at its extreme is applied the hydraulic cylinder (ref. 5) that moves the rotation of the cabin (ref. 15). For all length of the cabin are applied:

• Six cylinders are applied at the cabin placed at the extremity of the vehicle because it has a major wind force that acts on all frontal surface of the cabin. The cylinders are distributed on the cabin floor to reduce the effect of torsion.

• Four cylinders are applied at the cabins placed in the internal area of the vehicle because the cabin has a lower wind force than the first cabin that doesn't acts on all frontal surface of the cabin because the wind force acts only on upper surface of the cabin that exceeds by the previous cabin.

Cabin at beginning of the vehicle with cylinder placed like in figure 14 detail "A".

The cabin analysed is oriented with six cylinder, the system of rotation of the cabin is showed in figure n°12 and 13.

• The cylinder during the rotation of the cabin (fig. 7) da +36° a -36° is monitored by the encoder device (fig. 5 ref. 13), it makes a continuous stroke by varying its length and the force exerted because changes the geometry of the cylinder.

The three situations analysed are:

• 1° analysis: the descending vehicle with maximum inclination of -36° of the line profile and the cabin is rotated of an angle equal to +36° to compensate. The cabin in object has an opposite loading wind on all frontal surface and the weight of the persons is applied with a distance by cabin rotation centre of 232,5 mm. The system is in equilibrium with an application of a pressure P₇__orient [atm] by cylinder rod side and a pressure of P₈_₀rient [atm] by cylinder chamber side (fig. 14 ref. 5).

• 2° analysis: the ascending vehicle with maximum inclination of 36° of the line profile and the cabin rotated of an angle equal to -36° to compensate. The cabin in object has an opposite loading wind on all frontal surface and the weight of the persons is applied with a distance by cabin rotation centre of 232,5 mm. The system is in equilibrium with an application of a pressure P2_orient [atm] by cylinder rod side and a pressure of P₄_₀rient [atm] by cylinder chamber side (fig. 14 ref. 5).

• 3° analyses: the descending vehicle with maximum inclination of 36° of the line profile and the cabin rotated of an angle equal to -36° to compensate. The cabin has an opposite loading wind only on the upper surface to the encumbrance previous vehicle and the weight of the persons is applied with a distance by cabin rotation centre of 232,5 mm. The system is in equilibrium with an application of a pressure Ps orient [atm] by cylinder rod side and a pressure of P_{6 o}rient [atm] by cylinder chamber side (fig. 14 ref. 5).

The cabin analysed is the first cabin of the vehicle with the cylinders placed in different mode by all others (fig. 16 ref. 6). The cabin is equipped with six cylinders to allow the rotation of the system as shown in figure n°7.

The cylinder during the rotation by +36° to -36° makes a continuous stroke and it's varying its length (checked by encoder device). The force exerted by cylinder during the cabin rotation is variable because the geometry of the system changes. The inverted collocation serves only for inclination of the loading frame between 0° and 36°, particular it allows to work in better mode when there is the maximum loading. For cycle between from -36° to +36° their collocation inverted is indifferent because the cylinder must work in every position.

The three situations analysed are:

• 1 ° analysis: the ascending vehicle with maximum inclination of -36° of the line profile and the cabin is rotated of an angle equal to +36° to compensate. The cabin in object has an opposite loading wind on all frontal surface and the weight of the persons is applied with a distance by cabin rotation centre of 232,5 mm. The system is in equilibrium with an application of a pressure P₂_orient [atm] by cylinder rod side and a pressure of P₄_₀riem [atm] by cylinder chamber side (fig. 16 ref. 6).

· 2° analyses: the descending vehicle with maximum inclination of -36° of the line profile and the cabin rotated of an angle equal to +36° to compensate. The cabin in object has an opposite loading wind on the upper surface to the encumbrance previous vehicle and the weight of the persons is applied with a distance by cabin rotation centre of 232,5 mm. The system is in equilibrium with an application of a pressure P₅_₀rient [atm] by cylinder rod side and a pressure of P₆_₀rient [atm] by cylinder chamber side (fig. 16 ref. 6).

• 3° analyses: the descending vehicle with maximum inclination of 36° of the line profile and the cabin rotated of an angle equal to -36° to compensate. The cabin has an opposite loading wind on all surface of the vehicle and the weight of the persons is applied with a distance by cabin rotation centre of 232,5 mm. The system is in equilibrium with an application of a pressure P7_orient [atm] by cylinder rod side and a pressure of P₈_₀rient [atm] by cylinder chamber side (fig. 16 ref. 6).

Figure n° 16 shows the orientable cylinders (ref. 5 and 6) applies at the base of the cabin (ref. 3). The reference n°6 detail "D" indicates the orientable cylinders placed in perfectly symmetric mode to all other (ref. 5 detail "C") on frame (ref. 4). In Figure can see the safety cylinder (ref. 49) and around the cabins is possible to see the rails (ref. 54) and the rollers for containment guides (ref. 55).

The whole system of orientation must exert a resistance force at loading of the persons unbalanced inside the cabin and to the force of the wind that might be generate during the advance on the surface of cabin. This force is obtained exercising a different pressure inside of the both chambers of every cylinder of handling. The handling of the cylinders is made keeping in balance the rod and chamber sides by means of two different pressures inside, to obtain this balance is necessary to know the maximum pressure necessary by one side:

• For the six cylinders that bring in rotation the beginning cabin of the vehicle, the pressures are equal to:

• P2_orient [atm] from the cylinder rod side.

• And P₄_orient [atm] from the cylinder chamber side.

• For the four cylinders that bring in rotation the internal cabin of the vehicle is equal to:

• " 1 orient [atm] from the cylinder rod side.

♦ And P₃_orient [atm] from the cylinder chamber side.

The six cylinders of the external cabin might work at the same pressure of the internal cylinder with a simplification of the hydraulic scheme, but it's chosen this setting because the hydraulic unit on the vehicle is battery powered during the route and the uses of a minor pressure allows to reduce electricity consumption.

The hydraulic unit works to keep the compressed hydraulic tank at the pressure of P i orient + Preserve for bringing in position the cylinders that have the following characteristics:

• Chamber cylinder Area: Al__Chamber_cyi_or mm²

• Chamber rod side cylinder area (with d_rod mm): A2__Chamber_rod_cyi_or mm²

• Cylinder stroke for rotation between +36° and -36°: L__Cyi_stroke mm With a time of rotation of 2 seconds for rotation between +2° and 0° or between -2° and 0° during the rotation on changed of profile inclination between +36° and -36° (or during the passage on shoes of line), the cylinder of orientation to value of ±2° makes a stroke between Cmax and Cmin of the orientable cylinder. Figure n° 17 shows the simplified hydraulic scheme for the functioning of the system where are reported the following annotation:

^♦ The annotations C_l, C_2, C_3, C_4, C_5, C_6 are the orientable cylinders applied under cabin floor where for the first cabin of the vehicle on both side are to six cylinders and for the internal cabins whit minor exposition at the wind force are to four cylinders.

^♦ The annotations C_S1, C_S2, C_S3 are the safety cylinders applied under cabin floor where for the first cabin of the vehicle on both side are three cylinders and for the internal cabins whit minor exposition to the wind force are two safety cylinders.

^♦ The annotation Vp_l is the proportional valve of the adjustable flow. The oil in pressure must be supplied with a flow between Qi max [1/min] and Q i min [1/min] for every cylinder, in the illustrated scheme there is a one proportional valve for every orientation series of cylinders (fig. 16 ref. 5 and 6). The flow supplied is comprised between:

♦ Q i tot_max = Q i_max * π° cylinders [1/min]

♦ and Q i tot_min = Qi_min * n° cylinders [1/min]

· The annotation Vp_2 is the proportional valve of the adjustable flow. The oil in pressure must be supplied with a flow between Q_{2 m}ax [1/min] and Q_{2 m}in [1/min] for every cylinder, in the illustrated scheme there is a one proportional valve for every orientation series of cylinders (fig. 16 ref. 5 and 6). The flow supplied must be in proportion inverse to the ratio of the chamber surface "Al__Chamber_cyi_or" and lateral rod surface "A2__Chamber_rod_cyi_or" of the cylinder. In this case, the relation between the surface is indicated with the letter "τ":

♦ Q2tot_max = Q i_max * n° cylinders * τ = [1/min]

♦ and Q₂tot_min = Qi_min * n° cylinders * τ = [1/min]

♦ The annotation Vp_3 is the proportional valve of the adjustable flow. The oil in pressure must be supplied with a flow between Q₃_max [1/min] and Q_{3 m}in [1/min] for every cylinder, in the scheme illustrated there is a one proportional valve for every safety series of cylinders

(fig. 14 ref. 49 and fig.15 ref. 49). The flow supplied is between:

♦ Q3tot_max = Q3_max * n° cylinders [1/min]

^♦ and Q_3tot_min = Q3_min * n° cylinders [1/min]

^♦ The annotation Vp_4 is the proportional valve of the adjustable flow. The oil in pressure must be supplied with a flow between Q_{4 m}ax [1/min] and Q_{4 m}in [1/min] for every cylinder, in the scheme illustrated there is a one proportional valve for every safety series of cylinders. The flow supplied must be in proportion inverse to the ratio of the chamber surface "Al_chamber_cyi_saf" and the lateral rod surface "A2__Cha_mber_rod_c_yi_saf" of the safety cylinder (fig. 14 ref. 49 and fig. 15 ref. 49). In this case, the relation between the surface is indicated with the letter "ξ":

♦ Q4tot_max = Q4_max * n° cylinders * ξ = [1/min]

♦ and Q₄tot_min = Q4_min * n° cylinders * ξ = [1/min] · The annotations Adj_pres_l and Adj_pres_2 are the valves for adjusting the pressure in the orientable cylinder, if the oil in pressure is sent in cylinder chamber has the value of P₃_orient for the series of four orientable cylinder and the value of P₄_onent for the series of six orientable cylinder. If the oil in pressure is sent in cylinder rod side, it has the value of P i orient for the series of four orientable cylinders and the value of P₂_onent for the series of six orientable cylinders.

• The annotations Adj_pres_3 and Adj jpres_4 are the valves for adjusting the pressure in the safety cylinders, during the normal working the oil in pressure is sent in the chamber cylinder at the value of P_{6 s}af and is sent in the cylinder rod side at the value of P₅_saf. During the emergency situation because the orientable system doesn't work the oil in pressure is sent in the chamber cylinder at the value of P_{3 sa}f and in cylinder rod side at value P i__Saf for the series of two safety cylinders (fig. 14 ref. 49). While the oil in pressure is sent to the cylinder chamber at the value of P4_saf and in the cylinder rod side at the value P₂__saf for the series of three orientable cylinders (fig. 15 ref. 49).

• The annotations Adj_pres_5, Adj_pres_6, Adj_pres_7, Adj_pres_8 are the valves for adjusting the pressure in the safety cylinder (ref. 49 fig. 14 and 15) during the setting operations (identified with annotation A-A) of the position of work of the stroke check device for safety cylinders at beginning of the day because they are pulled in position when the comm_3 and comm_4 opens the electro valves. Their function is to prevent the discharge of the circuit during the setting cycle and the oil pressure is discharged just if there is an increasing of the value of the pressure, for this reason the valves work in couple with a little difference of pressures. The indicative values of working pressure can be: Adj_pres_5 work to the value of 1 ,5 atm in couple with Adj _pres_6 that discharges the oil in pressure at 1 ,6 atm while Adj_pres_7 working at the value of 1 ,85 atm in couple with Adj_pres_8 that discharges the oil in pressure at 1,95 atm.

· The annotation D_pres_l is a detect device of the max pressure in cylinders' chamber branch in the orientable system. It detects the max value of P₄_orient in series of six cylinders and P₃_orient in series of four cylinders. • The annotation D_pres_2 is a detect device of the max pressure in the cylinders' rod branch in the orientable system. It detects the max value of P2_orient in series of six cylinders and Pi_orient in series of four cylinders.

• The annotation D_pres_3 is a detect device of the max pressure in cylinders' chamber branch in the safety cylinder. It detects the max value of P₃__Saf in series of two cylinders and

P4_saf in series of three cylinders when they work in emergency situation and it detects the value of P₆__Saf when they don't have function of safety orientation.

• The annotation D_pres_4 is a detect device of the max pressure in cylinders' rod branch in the safety cylinder. It detects the max value of P i saf in series of two cylinders and P₂__Saf in series of three cylinders when they work in emergency situation and it detects the value of P₅_saf when they don't have function of safety orientation.

• The annotation comm_l is the command of the electro-valve to send oil in pressure to the orientable cylinders, it's managed by the control unit that by mean of the request of the inclinometer device choose the side where to send the oil in pressure while the other side is sent in discharge with adjustable the pressure on the regulate valves "Adj_pres_2" and "Adj_pres_l" and the flow on the valves "Vp_l" and "Vp_2".

• The annotation comm_2 is the command of the electro-valve to send oil in pressure to the safety cylinders, it's managed by the control unit that by mean of the request of the inclinometer device choose the side where to send the oil in pressure while the other side is sent in discharge with adjustable the pressure on the regulated valves "Adj_pres_3" and "Adj_pres_4" and the flow on the valves "Vp_3" and "Vp_4".

• The annotation comm_3 and comm_4 are two electro-valves to send in unloaded both the safety cylinders' sides during the setting cycle ("Annotation A- A").

• The annotation SI is a tank of the orientable cylinders, it works at the value of P i orient + I ris (it is an over pressure to guarantee the functioning of the orientable cylinders system).

• The annotation S2 is a tank of the safety cylinders, it works at the value of Pi saf + Pris (it is an over pressure to guarantee the functioning of the safety cylinders system).

• The annotation S3 is an oil tank of the both systems cylinders.

Figure n° 18 shows the devices for the check and management of the cabin's doors, in particular can be seen the following elements:

• The reference n°64 is the electric actuator for opening the doors.

• The reference n°67 are the safety hooks right and left, they are activated when the micro switch (ref. 68) are closed by the door of cabin (ref. 66). This safety device might be unlock screwing the bolt with lobe knobs (ref. 69) that can be always on cabin roof or might be placed during the rescue operation.

Safety system applied at the vehicle.

In this vehicle with cabins equipped with orientation system hinged on the load-bearing frame, might happen in case of breakdown the hydraulic unit of orientation, that the floor of the first cabin has an inclination of 36° in comparison with the horizontality of 0°, in this case might be possible to active an emergency unit (in redundancy to the main hydraulic unit (fig. 4 ref. 57)) that give a pressure at the cylinders and regulated the flow in them at the same mode of the main hydraulic unit.

In alternative, it's been developed a second safety system composed by a series of additional cylinders (fig. 14 ref. 49) placed under the first, the third, the fifth, the sixth and the eighth cabin (fig. 2 ref. 49) and a group of rails (fig. 7 ref. 54) with rollers of rolling (fig. 7 ref. 55) collocated to the external side of the cabin (fig. 7 ref. 15). Those components work in two different ways: The first is in place of the orientable cylinders that are handling the cabins with orientation system and an independent management unit in replace of handling of the first, the third, the fifth, the sixth and the eighth cabin (fig. 2 ref. 49) in absence of the orientable cylinders of one cabin that can be four cylinders for the central cabins or six cylinders for the cabin placed at the extremity.

The second is in aid of the service cylinders, in case that the failure is on the second, the fourth and the seventh cabin (fig. 2). In this situation, the cabin in failure goes in leaning on another cabin, it is driven with a roller system (fig. 7 ref. 55) that allow the rolling on the rails (fig. 7 ref. 54). In this situation, the inclination of the cabin might vary between an inclination of 3,5 degrees and 1 1,5 degrees with reference to the vertical position with horizontally floor like description in Figure n°19 and n°20.

To understand their operations, two analysis can be distinguished:

The first cabin "n" with system of orientation in failure is leaning on the following cabin

("n+1") (fig. n°19):

• For inclinations of the ropeway between +32° and +36° the cabin in failure leans on the buffers in rubber of end travel (fig. 8 and 9 ref. 21) places on cabin frame. The cabin exerts nothing force on other cabin and it reaches the perfect verticality to 36°.

• For inclinations of the ropeway between +20,94° and +32° the vehicle in failure leans with its rollers on the rails places on the following cabin ("n+1") (fig. 19 detail "A"). • For inclinations of the ropeway between +20,94° and -5,714° the rollers of the following cabin ("n+1 ") leans on the rails of the vehicle in failure ("n") (fig. 19 detail "B", "C" and "D").

• For inclinations of the ropeway between -5,714° and -20,94° the rollers of the cabin in failure ("n") leans on the rails of the following vehicle (fig. 19 detail "D" at start of the contact, "E" at end of the contact).

• For inclinations of the ropeway between -20,94° and -36° the rollers of the following cabin ("n+1") are leant on the rails of the failure vehicle (fig. 19 detail "E", "F").

If the second cabin "n" has the system of orientation in failure is in leaning on the previous cabin ("n-1") (fig. n°20):

• For inclinations of the ropeway between +20,94° and +36° the rollers of the previous cabin ("n-1") are leaning on the rails of the failure vehicle (fig. 20 detail "A", "B") with function of support it.

• For inclinations of the ropeway between +20,94° and +5,714° the cabin in failure "n" is leaning with its rollers on the rails places on the following cabin ("n-1") (fig. 20 detail "B",

"C").

• For inclinations of the ropeway between +5,714° and -10,07° the rollers of the previous cabin ("n-1") are leaning on the rails of the vehicle in failure ("n") (fig. 20 detail "C", "D" and "E") with function of support it.

· For inclinations of the ropeway between -10,07° and -32° the rollers of the cabin in failure ("n") are leaning on the rails of the previous cabin ("n-1") (fig. 20 detail "E", "F").

• For inclinations of the ropeway between -32° and -36° the cabin in failure is leaning on the buffers in rubber of end travel (fig. 8 and 9 ref. 21) placed on cabin frame. The cabin exerts nothing force on other cabin and it reaches the perfect verticality to -36°.

The second hydraulic system (fig. 2 ref. 49) works at low pressure and it managements the flow of the oil forced in the lateral chamber or rod cylinder second the correction request made by the inclinometer device (fig. 8 ref. 24).

At beginning of the day, the system must perform a setting cycle (scheme of fig. 17 annotation

"A-A") where the safety cylinder (ref. 49) is kept in discharge by means of the open of the electro-valves (hydraulic scheme of fig. 17 annotation "comm_3" and "comm_4" of the hydraulic) of the setting cycle (annotation "A-A"). This operation is performed with the vehicle in station and without any persons in the cabin. The force requested is lower and the cylinders used for the orientation are those use during the normal service, they follow the indication given by the inclinometer and they drag, by means of the cabin floor, the safety cylinders in position. When the cabin has the floor in horizontal position, the inclinometer device gives a consensus to actuate the safety cylinders that they work with low pressure, the values are in the chamber side "P₆_saf " and in rod side P₅_saf [atm]. They follow the indication give to the inclinometer (fig. 8 ref. 24) device and the control unit change the indications in degree in variations linear for devices of check of cylinder stroke applied to side the cylinders (fig. 12 ref. 50 and fig. 14 ref. 50). The device use, like base for calculation the variations, the "zero" point is obtained after the setting cycle. If the cylinder, at the end of setting cycle is at absolute position "x" (zero), it receives the transition value from the control unit, that can be + or - of some millimetres. The movement of the safety cylinders must be executed in a time "t", when the position is reached the hydraulic unit stops the oil pressure supply in both the chambers of the cylinder.

In case an single inclinometer detects an error more 2° or 3° that in a time "t" isn't correct, all safety cylinder (fig. 2 ref. 49) already in position, are bringing at a pressure of P₄__saf [atm] the side of the cylinder chamber and P₂_saf [atm] the side of the cylinder chamber rod for the cabin with three cylinders (fig. 12 ref. 49 and fig. 13 ref. 49) or P₃__Saf [atm] the side of the cylinder chamber and Pi saf [atm] the side of the cylinder chamber rod for cabin with two cylinders (fig. 14 ref. 49). This safety system is used when the orientation of a cabin is in failure or for containing the additional forces that can be discharged on the cabin. The cabin during the trip with the safety cylinders continues the orientation of the cabin depending on the indications gives by inclinometer device (fig. 8 ref. 24) with a difference that they work with a pressure higher in accordance with the values previous said.

Further, it's foreseen a service of safety in case one or more of inclinometer devices (fig. 8 ref. 24) are broken. The system of management if a signal from an inclinometer device is absence, the control unit switches on the signal of the cabin "n+1" at except of the last cabin that is orientation with the inclinometer device of the cabin "n-1". This system doesn't cause any problem during the normal functioning except to anticipate or delay the orientation of the cabin during the passage on the changing of inclination of the profile of line (shoes of line). While for the cabin with orientable cylinder (fig.16 ref. 6) assembly placed in mirror mode the correction value of the inclination is use with a change of the sign. Figure n° 19 shows the sequence of the images of the analysis of the behaviour of a cabin, without safety cylinders, lean on the following cabin "n+1" during the variation of inclination of the load bearing frame of the vehicle between -36° to +36°. In this sequence of Figures, it's possible to see like work the rails (fig. 7 ref. 54) and the rollers (fig. 7 ref. 55) in case of failure of the orientation system:

• Figure with annotation A: The vehicle, on inclination of ropeway of 32°, has the rollers of the cabin "n" is leaning on the rails of the cabin "n+1", the second cabin "n" in failure is inclined of 3,63° with respect to the vertical.

• Figure with annotation B: The vehicle, on inclination of ropeway of 20,94°, has the rollers of the cabin "n+1" is leaning on the rails of the cabin "n" (position of start contact), while the rollers of the "n" cabin are leaning on the rails of the "n+1" (position of end contact), the "n" cabin in failure is inclined of 10,87° with respect to the vertical.

· Figure with annotation C: The vehicle, on inclination of ropeway of 0°, has the rollers of the cabin "n+1" are leaning on the rail of the cabin "n", the "n" cabin in failure is inclined of 10,75° with respect to the vertical.

• Figure with annotation D: The vehicle, on inclination of ropeway of -5,7°, has the rollers of the cabin "n" are leaning on the rails of the cabin "n+1" (position of start contact), while the rollers of the "n+1" cabin are leaning on the rails of the cabin "n" (position of end contact), the "n" cabin in failure is inclined of 1 1,43° with respect to the vertical.

• Figure with annotation E: The vehicle, on inclination of ropeway of -20,94°, has the rails of the cabin "n+1" to allow the leaning of the lateral rollers of the cabin "n" (position of end contact), while the rollers of the "n+1" cabin are leaning on the rails of the "n" (position of start contact), the second cabin in failure is inclined of 10,87° with respect to the vertical.

• Figure with annotation F: The vehicle, on inclination of ropeway of -36°, has the rollers of the cabin "n+1" are leaning on the rails of the cabin "n", the second cabin "n" in failure is inclined of 3,63° with respect to the vertical.

Figure n° 20 shows the sequence of the images of the analysis of the behaviour of a cabin, without safety cylinders, in leaning on the previous cabin "n-1" during the variation of inclination of the load bearing frame of the vehicle between -36° to +36°. In this sequence of Figures, it's possible to see how work the rail (fig. 16 ref. 54) and the roller (fig. 16 ref. 55) work in case of failure of the orientation system:

• Figure with annotation A: The vehicle, on inclination of ropeway of 36°, has the rollers of the cabin "n-1" are leaning on the rails of the cabin "n", the cabin "n" in failure is inclined of 3,63° with respect to the vertical.

• Figure with annotation B: The vehicle, on inclination of ropeway of 20,94°, has the rails of the cabin "n" are leaning on the rollers of the cabin "n-1" (position of end contact), (continues description of Figure n°20) while the rollers of the "n" cabin are leaning on the curve part of the rails "n-1" (position of beginning contact), the "n" cabin in failure is inclining of 10,87° with respect to the vertical.

• Figure with annotation C: The vehicle, on inclination of ropeway of 5,71°, has the rails of the cabin "n" are leaning on the rollers of the cabin "n-1" (position of start contact) while the rollers of "n" cabin in failure are leaning on the rectilinear part of the rails of the cabin "n-1" (position of end contact). The cabin "n" is inclined of 1 1,43° with respect to the vertical.

• Figure with annotation D: The vehicle, on inclination of ropeway of 0°, has the rails of the cabin "n" is leaning on the rollers of the cabin "n-1", the "n" cabin in failure is inclined of

10,75° with respect to the vertical.

• Figure with annotation E: The vehicle, on inclination of ropeway of -10,07°, has the rails of the cabin "n" that allow the leaning of the lateral rollers of the cabin "n-1" (position of end contact), while the rollers of the "n" cabin are leaning on the rails of the "n-1" (position of beginning contact), the cabin "n" in failure is inclined of 10,87° with respect to the vertical.

• Figure with annotation F: The vehicle, on inclination of ropeway of -32°, has the rollers of the cabin "n" are leaning on the rails of the cabin "n-1", the cabin "n" in failure is inclined of 3,63° with respect to the vertical. In conclusion of the analysis of the safety cylinders, it's important to make some considerations on last safety cylinders applied in mirror mode to all other because they have the containment angles of the cabin equal at every other cabin placed on the same load bearing frame of the vehicle because every cabin is applied at the same wheelbase L5=T531.

Another consideration is on the angle and work arms of the safety cylinders respect to the other cabins because they change in mirror mode (specular), that are the arms of work that in the other cylinders are between -36° and 0° in specular cylinders are between +36° and 0°.

The installation in mirror mode of the safety cylinders under to extreme cabin is needed for structural reason to allow the positioning on the load bearing frame of the trolley vehicle without changing the length. Figure n° 21 : shows the scheme of the geometry of the orientable cylinder.

Figure n° 22: shows the scheme of the geometry of the safety cylinder.

For understanding how the cylinders work, it necessary analysis the synchronization between position and safety cylinders. Of the orientation cylinders is known the inclination "Al" of the load bearing frame by mean of the number of pulses counts by encoder (fig. 5 ref. 13). In alternative, it's possible to know the inclination "Al" by mean of the inclinometer device (fig. 4 ref. 53). From the value of "Al" are calculated the other value of the geometry of the orientable cylinder with the use of those other values:

• The angle "A₄" [°] is the value between the arm of lever "Li" and the load bearing frame with inclination of 0°, that is when the load bearing frame is parallel to cabin floor [in illustrated case is 45.59°] (fig. 21).

• The length of the lever "Li" [mm] is between the centre of the cabin's rotation and the centre of the pivot on side where the cylinder is attached on the load bearing frame (fig. 21).

• The length of the lever "L₂" [mm] is between the centre of the cabin's rotation and the centre of the pivot where the cylinder is attached on frame of the floor of the cabin (the orientable plan) (fig. 21).

The value of "A₆" is obtained with: A₆ = (A₄ + Ai)

· If we calculate the length of the horizontal development of Li, it is equal to (fig. 21).:

While the length of the horizontal development of the cylinder, it is equal to:

^• L__Cylinder_dev_horizontal = Ll dev horizontal + L₂

If we calculate the length of the vertical development of Li , it is equal to:

The length of the orientable cylinder (fig. 21) is:

~

The pushing arm of orientable cylinder is calculated by means of the angle "A5" that is:

• AS = arcsen(A5) = arcsen ( ^i,1-^dev-^cy' ^nder-^vert j this angle is used to determine the

\ ^cyl

angle "A7", that is equal to:

• A7 = A6 - A5

• The pushing arm of the orientable cylinder (fig. 21) is: L₃ = sen A7) * L

If the inclinometer device asks a new regulation of -2°, it's necessary to do again the previous calculate with a new value "Ai corr" that is equal to (Ai - (-2°)):

· L_dev_cyIinder_horizontal_corr ⁼ Ll*COS(A₄+Al_corr) + L₂ =

If it is recalculated the value of the length of the vertical development of Li, it is equal to:

^• Ll_dev_cyIinder_vertical_corr = Ll * Sen (A₆) = Ll * Sen (A₄+Al__Corr) = The new length of the orientable cylinder is:

• ^_cyl_corr ~ ^|^l_dev_cylinder_vertical_corr ⁺ ^l_dev_cylinder_horizontal_corr ⁼

The variation of the length of the orientable cylinder is:

• AL__Cy]__corr = £_cyl_corr ~ ^_cyl ⁼

The calculations continue with those about the safety cylinder (fig. 22), it has the following geometries:

• The length of the lever "L₂oo" [mm] is between the rotation centre of the cabin and the centre of the pivot where the cylinder is attached to the floor of the cabin frame (the orientable plan) (fig. 22).

· The length of the lever "L₂oi" [mm] is between the centre of rotation the cabin and the centre of the pivot where is attached the safety cylinder on load bearing frame of the vehicle (fig. 22).

If a plan is placed in rotation centre of the cabin that it divides the angle between the two levers L₂oo and L₂oi in two parts:

· The upper angle of this plane is denominated "A203", it is a value of the fixed geometry of the system (fig. 22).

• The angle A₂oo, that is under this plan and the value is of the mobile geometry of the system. It varies with the variation of the rotation of the frame that its fixed component is A200_0° obtain with analysis to 0° of inclination (fig. 22) of the load bearing frame of vehicle. The angle A₂₀₀ is based on the inclination angle of the frame Ai and it is variable between 3,14° and 75,14°. It is equal to: A2₀₀= A₂oo_o° ± Ai

The study is based on the diagonal L200 has two components:

^• L_203_vertical = L₂₀l * Sen (A₂0o) =

^• L_₂03_horizontal =L₂01 *COS (A₂oo)

· And an angle of A₂oi = 90° - A₂₀₀ =

The angle A₂₀4 varies in function of the value of inclination of the load bearing frame with respect to the orientable floor of the cabin.

The angle A204 is the angle with centre in the pivot of rotation of the cabin (fig. 22), it's equal to:

· A204 = A203 (fixed angle) + A₂₀₀ =

With the application of the Carnot theorem can obtain the length of the cylinder during the variation of the angle A₂₀4^'. * ^202 - ^201 ⁺ ^200 - (2 * L₂01 * ^200 * ^COS(^204)) ~ ^cylinder _sic .beginning

While the angle of the triangle of the cylinder "A₂₀₅", that has the centre in the pivot placed in the support bolted on load bearing frame, it has the value of:

· ^{<» ■} ^

The angle "A₂05" gives a variable value of the cylinder push arm "L₂₀7" (fig- 22) in function of the cylinder position, it's equal to: L₂₀7 = L201 * sen (Α₂₀₅)

If the inclinometer device (fig. 8 ref. 24) is applied under the cabin floor and it asks an adjustable of Acon-j for example of ± 2°, must be recalculate the new value of A2oo_corr :

* A₂00_corr - A₂00_0° + (Al ± A_Corr_Al)

The unit control must recalculate the new value of the geometry that the system will found at the end of the reposition of the system:

* L₂03_vert_corr = L₂₀i * Sen (A₂00_corr) =

* L₂03Jioriz_corr ⁼ L₂01 * COS (A₂₀0_corr) =

* And an angle of A201 = 90° - A₂oo_corr =

The angle "A₂o4", that has the centre in the cabin rotation, becomes:

A₂₀4_corr = A₂₀₃(flXed angle) + A₂₀0_corr =

With the application of the Carnot theorem can obtain the length of the cylinder at the new value of the angle A₂o₄__Corr:

* L₂Q2_corr ⁼ ^2Q1^{2 +} ^20Q² ~ * ^201 * ^200 * ^C05(-^204_corr)) ⁼ ^cylinder _sic J inal The variation of the length of the safety cylinder is:

* Alength ⁼ Lcylynder_safety_final - Lcylynder_safety_beginning

The flow between cylinder rod side and cylinder chamber side is equal at the ratio "μ":

. _ area cylinder _safety chamber rod _

^ area cylinder _safety i_arge camera

That is the oil flow from chamber cylinder rod side must be "μ" times the flow in side rod cylinder. The system works making the oil pressure to or from the rod chamber side by means of the flow proportional valve with flow ratio "μ" that it feeds the safety cylinder chamber side. The synchronization of the orientation cylinders and the safety cylinders is made considering some points:

* When the orientable cylinders (fig. 1 and 16 ref. 5 or 6) put in the pressurised oil in the cylinder chamber side also the safety cylinders (fig. 15 and 16 ref. 49) put in the pressure oil in the chamber side. • Instead, when the orientable cylinders (fig. 15 and 16 ref. 5 or 6) put in the pressurised oil in the cylinder rod side also the safety cylinders (fig. 15 and 16 ref. 49) put in the pressurised oil in the rod side.

• The orientation and safety cylinders have the geometries of working and the chamber diameter of work different beyond they have the strokes of work different. The synchronization must be made in the same time "t", the oil volume in entrance or exit from orientation cylinders (fig. 16 ref. 5 and 6) must happen in the same time "t" of the oil in entrance or exit from the safety cylinder (fig. 14 ref. 49) to make the cylinder stroke, that is detect by stroke device (fig. 14 ref. 50), to follow the requests of correction detected by inclinometer device (fig. 8 ref. 24). This value is variable and it must be recalculated every time by the control unit in relation to the inclination of the frame and at the request makes by inclinometer device (fig. 8 ref. 24).

The system to found the correct synchronization at beginning of the day must make the setting cycle. At the end of this analysis, the safety cylinders are brought a low pressure, they are denominate P₆__saf [atm] cylinder side and P₅_saf [atm] rod side. In case the unit control detects an error major of 3 degrees or in case a request of catch up correction isn't made on time (for example 3 or 4 seconds) the pressure of safety cylinder is raising at an upper value denominate P4_saf [atm] cylinder side and P₂_saf [atm] rod side for the safety cylinder group composed with three cylinders and at the value of P₃__saf [atm] cylinder side and Pi__saf [atm] rod side for the group safety cylinders composed with two cylinders.

For a request of correction of ± 2° the safety cylinders vary the them length in according of the inclination of the ropeway on it is placed the vehicle. To obtain a synchronization must be calculated the oil volume in entrance or in exit from every cylinder for every request of variation of inclination of ± 2° or more of the floor cabin in relation at the inclination of the ropes-way on them it is leaning the vehicle. This is obtained with the flow regulating valves of power supply placed on every branch of every cylinders' group.

The control unit calculates for every entrance or exit of the orientable cylinders (fig. 2 ref. 5 and 6) and safety cylinders (fig. 2 ref. 49) the flow. The flow regulating valves of power supply must supply in different quantity the oil in entranced and exited by every chamber of the cylinder in the same time "t". The formulas are:

The valve of adjustable the flow in entrance and exit from the cylinder chamber side orientable must be set at the value Qi to make the stroke of "AL_cyiinder_ orientable ' (fig. 16 ref. 5 and 6): 60*(volume oil necessary[dm³])

time [second)

value of P₄_orient [atm] for the orientable group composed by n°6 cylinders and a pressure of P3_orient [atm] for the orientable group composed by n°4 cylinders (fig. 14 ref. 5).

The valve of adjusting the flow in entrance and exit from side of the rod of cylinder orientable must be set at the value Q₂ to make the stroke "AL_cyiinder_orientabie" (fig. 1 ref. 5 and 6):

6Q*(volume oil necessary[dm³]) _

Qi = time [second)

at a value of

time [second) minute

P2_orient [atm] for the orientable group composed by n°6 cylinders and a pressure of P i orient [atm] for the orientable group composed by n°4 cylinders (fig. 14 ref. 5).

The system might have n°6 or n°4 orientable cylinders and the total value of the flow is:

• Qi tot = Qi * ^y cylinder = and Q_{2 tot} = Q₂ * r cylinder =

The valve of adjusting the flow in entrance and exit from safety cylinder chamber side must be set at the value Q₃ to make the stroke "AL_cyiinder_safety" (fig. 12 ref. 49 and fig. 14 ref. 49):

60*(volume oil necessary[dm³])

at a value of time [second) time [second) minute

P3_saf [atm] for the safety group composed by n°2 cylinders and to pressure of P₄__Saf [atm] for the safety group composed by n°3 cylinders (fig. 12 ref. 49 and fig. 14 ref. 49) during the emergency working and at the value Ps saf during the normal operation.

The valve of adjusting the flow in entrance and exit from safety cylinder rod side, the value be set at the value Q₄ to make the stro "AL_cyiinder_safety":

60*(volume oil necessary[dm³])

time [second)

* ⁼ [ minute ^{at a va}^^ue of Pi saf [atm] for the safety group composed by n°2 cylinders and a pressure of P₂__Saf [atm] for the orientable group composed by n°3 cylinders (fig. 12 ref. 49 and fig. 14 ref. 49) during the emergency working and at the value P₆_saf during the normal operation.

The regulation can be made with an installation of a flow valve for every cylinder or a valve for every cylinder group that it can be composed with n°2 or n°3 safety cylinders and in this case the total value of the flow is:

If these calculations are developed for a correction of ± 2°, it is possible to determine the maximum and minimum value of the adjustable flow value needed in the hydraulic circuit. The calculations are based on the maximum and minimum variation of the length "C_max_cyi_orient" and "Cmin_cyi_onent" of the orientable cylinder and the maximum and minimum variation of the length "Cmax_cyi_saf" and "Cmin_cyi_saf" of the safety cylinder. The variation of the length of every cylinder must be made in a time "t" that it's fixed in a time of 2 second. For the flow valve of entrance or exit from the orientable or safety cylinders from rod side:

Q max * n° cylinder =

minute

Q mm * n° cylinder =

time [second) minute

For the flow valve of entrance and exit from the orientable or safety cylinder from chamber side:

Q max

* n° cylinder =

time [second) minute The vehicle proposed in this patent might be applied on any funicular ropeway system or in the ropeway system denominated "Reclaiming rope-way plant" with international application number PCT/IT2016/000244 (showed in fig. 1 with ref. 2). In the Reclaiming rope-type plant gives the possibility to adapt in the better way the station for the using the passengers.

At the driving station are highlighted the advantages for transporting the disabled persons because it is possible to insert at external sides of the station the rack conveyor for wheelchair (fig. 23 and 24 ref. 84) with the possible to bring it until the cabins floor. Between the rack conveyor and the vehicle, it is needed the insertion of a terracing (fig. 25 ref. 92) for the disabled person in waiting of the cabin of the vehicle. The access is regulated with gates (fig. 23 ref. 88 and fig. 25 ref. 90), that are opened when the vehicle is stopping in station to allow the access to the cabins.

When the disabled person is in the vehicle's cabin and arrives in the station all the gates (fig. 25 ref. 90) near at the cabin's doors are open. If it would to avoid that some people without disabilities go on the terracing near to platform when the vehicle arrive in station the cabin's doors must remain closed. It must be insert a button inside every cabin to allow at only disabled person to open cabin's doors to go on side platform. If the disabled sitting on wheelchair open the cabin's doors, he enters on the terracing (fig. 25 ref. 92) because all gates near at vehicle are opened before. The disabled person goes on terracing where it is placed an entry phone (fig. 25 ref. 91) for asking the assistance of station's personnel and/or a button to call the platform for transport (fig. 25 rif. 87). When the platform for disabled person (fig. 25 ref. 87) arrives to the terracing with the opening of the second gate (fig. 25 ref. 90) the wheelchair can advance on rack conveyor to make the go up it at the driving station (fig. 23, 24, 25 ref. 70).

If the disabled person arrives at the driving station (fig. 23 ref. 70), by means of the entry phone (fig. 23 ref. 86) might ask the assistance of the staff or by mean of the button calls the platform for transport disabled person. After the vehicle is arrived in the station and disabled persons are go out from the cabins and they are moved to the upper floor of the station with the opening of the gate (fig. 23 ref. 86). When the rack conveyor is free, it brings the disabled person sitting on wheelchair at the first terracing accessible (fig. 25 ref. 92). Because the system keeps in memory if during this ride of the vehicle is already been put a disabled person on a terracing and it has in memory if some disabled are on terracing because they have made a call of the transport platform or because the detect device of presence person has noticed the presence of a person. In alternative, it's possible to insert a manual system where the platform goes down until it finds an available terracing to access at one cabin. The disabled persons on the terracing to open the second gate and the cabin's doors by means of the pushing of the button placed near at the external phone of the terracing (Fig. 25 ref. 91 and Fig. 29 ref. 91), to obtain this function must be joining the control unit of every cabin to the control unit of the gates and external phones of the terracinges.

In the central area of the driving station, where are the staircase, is built a floor of access to the cabin (fig. 23 ref. 71), it's equipped with the boarding gates for passengers. It allows the access to the cabin floor by mean of 1 or 2 steps (fig. 23 ref. 71), the numbers of the steps depend by the inclination of the vehicle access staircase, it is inclined like the inclination of the ropeway.

In figure n° 23 is shown the driving station (ref. 70) in isometric view with the vehicle in the station (ref. 85). In the picture is showed a new layout of the driving station, studied for the "Reclaiming rope-type plant". In the detail "F" are highlighted the plan for descended by staircase side with a step of connection (ref. 71). In the detail "E" is showed the device for transport the wheelchair (ref. 84 and 87) inserted in the station with a boarding gate (ref. 86). Figure n° 24: is shown the driving station (ref. 70) in upper view with vehicle in station. Figure n° 25: is shown the detail of the area created for permit the going in or out the disabled person.

The return station puts at the end of the ropeway at downstream with the application of this vehicle, also in this case, allows to better the station for the passengers. The installation of the rack conveyor (fig. 26, 27, 28, 29 ref. 95) for wheelchair allows to bring or take out it from cabin of the vehicle. The system studied has a terracing (fig. 29 ref. 92) to side of the cabin of the vehicle. When the vehicle arrives in the return station's the first gates (fig. 29 ref. 90) are all opened. To avoid that some persons without disabled go on the terracing the cabin's doors by this side must remain closed and they can be open with the pushing of the button inside the cabin. When the cabin's doors are opened, the disabled person might access to the terracing (fig. 25 ref. 92). On terracing is placed an entry phone (fig. 25 ref. 91) for asking the assistance of station's personnel and/or a button to call the platform for transport (fig. 25 rif. 87).

The second gate (fig. 29 ref. 90) of the station is open when arrived the platform (fig. 28 ref. 87), the wheelchair advances on platform and the person go down at the return station.

In the opposite situation, when the disabled person arrives to the return station, by mean of the external phone (fig. 28 ref. 86) might ask the assistance of the staff or through the button can call directly the platform of transport disabled. After the vehicle is arrived in station must be vacated the terracing taking eventual disabled persons. At the end of this operation it's possible to have access at the disabled platform regulating by gates (fig. 26, 27, 28 ref. 86). An automatic system (fig. 28 ref. 95) allows to bring the disabled person at the first terracing available, the system is the same as the system described in driving station with a button places near at the external phone to open the cabin's door of the corresponding cabin. In alternative, it may be used a manual system where the disabled go up with platform until he finds an available terracing to access at the cabin, the control unit allows the access until eight persons for every ride of the vehicle (fig. 26, 27 ref. 85).

In the central area of the return station, where the staircase is located, is built a floor of access to the cabin (fig. 28, 29 ref. 94), it's equipped with gates (fig. 28, 29 ref. 89) for boarding the passengers. The access to the cabin floor is allowed by mean of steps (fig. 28 detail "H" ref. 94), the numbers of the steps depend by the inclination of the staircase of access. Figure n° 26 shows the return station (ref. 93) in isometric view with vehicle in station (ref. 85).

Figure n° 27 shows the return station (ref. 93) in upper view with vehicle in station (ref. 85) Figure n° 28 shows the return station (ref. 93) in isometric view by opposite side of fig. 26 with vehicle (ref. 85) in station. In detail "H" is highlighted the floor to go out staircase side with steps (ref. 94) of connection and gates (ref. 89) to regulate the access at the cabins.

Figure n° 29 is a detail of the area created for the going in and going out for disabled person in the return station, where it's possible to see the plane (ref. 94) on staircase adjacent of the cabins and the terracing (ref. 92) between the vehicle and disabled conveyor rack.

For this vehicle are studied two types of rescue in case of failure of the system.

The first system is applied at every type of the "Reclaiming rope-type plant" with:

• Driving station with double winch with returning station with the independent counterweights.

• Driving station with single winch with returning station with double counterweight.

• Driving station with single winch with returning station with single counterweight and pulley on the roof.

Figure n° 30 figure shows the complete arm of rescue for the descent of the passengers by the cabin. The system is viewed from high toward bottom. It uses an arm (ref. 96) hooked at the vertical sheet of the external rails placed around the cabin (ref. 54). The arm is blocked with a pin to plugging quickly, the extendible arm (ref. 97) bring of the pulley for the passage of the rope. The screws with lobe knobs (ref. 69) are for unlocking the cabin's doors. Figure n° 31 shows the rescue arm (ref. 96 and 97) with a view from bottom toward high. The electric actuators (ref. 64) act on the door (ref. 66) by means of the supports applied on every door for opening it. The supports are unscrewed acting on screws with lobe knobs (fig. 18 ref. 38). The hooking force is exerted by the safety hook, it is disabled with the action on the screws with lobe knobs (ref. 69).

The rescuer, when use this the rescue arm (fig. 30 and 31) for the descent of the passengers, he arrives on the floor of the cabin (fig. 30 ref. 16) in front of the cabin doors, he hooks the safety belt on the supports of the rollers (fig. 30 ref. 55) of the rails (fig. 30 ref. 54). He screws the screws with lobe knobs (fig. 30 ref. 69) inserted in the special seating and he unjams the safety device (fig. 18 ref. 67) to block the doors (fig. 30 ref. 66) of the cabin. The rescue continues with the unscrewing of the screws with lobe knobs of the support of the actuator (fig. 18 ref. 38) places in opposite position of him and it opens the first door. When he enters in the cabin applies the safety belts on the upper handrail of the cabin and he opens the second door with unscrewing the second support of the actuator (fig. 31 ref. 64).

· The rescuer, in the cabin, applies the upper arm (fig. 30 and 31 ref. 96) on the rails (fig. 30 ref. 54) and the lower arm to bring the pulley group (fig. 30 and 31 ref. 97) that is hooked on upper handrail site in the internal of the cabin. The two parts of the superior and inferior arm are united with a pin to plugging quickly. The building of the structure of the pulley group (fig. 30 and 31 ref. 97) with telescopic rails allows to have a good compactness of the system during the transport and to make an elongation during the installation.

• When the rescuer has checked that the device is assembled in correct mode, he can lower the passengers from the vehicle in failure after to have put the harness at the passenger. The rope brings the harness with inside the person, it is enveloped around the pulley and the passenger is lowered to land.

The second system is instead studied for driving station with double winch with returning station with the independent counterweights, in case of failure of one system, it's possible to arrive to side with another vehicle. Inside of some cabins (fig. 32 ref. 3) of the vehicle are placed the extensible footbridges (fig. 32 ref. 98). When the second vehicle is in the station, in some cabins are installed the two telescopic rails with the frame bolted on the internal structure of the cabin and in other area of the same cabin are placed the elements used to compose the footbridges during the rescue. Some cabins of the second vehicle of rescue is transformed like describe in figure n°32 and the vehicle with this equipment arrives near at the failure vehicle. The telescopic rails (fig. 33 ref. 98) are extended and during the extension are placed the handrails and the platform for walking, they are fixed with pins to plugging quickly. At the total extension of the telescopic rails the footbridge is composed and it is blocked at the cabin where is installed by means of mechanical device (fig. 33).

The rescuer in the second cabin of rescue performs the tension of the ropes placed to side the footbridge (fig. 33 and 34 ref. 98) by mean of two tractel-tirfor (fig. 33 and 34 ref. 99). The whole system of the footbridge is positioned.

The rescuer with harness can arrive at the failure vehicle where he unscrews the screw with lobe knobs (fig. 34 ref. 69) and he unblocks the blocks doors device (fig. 18 ref. 67) and after he acts on the screw (fig. 18 ref. 38) he unblocks the actuator support (fig. 18 ref. 64). He can open the doors (fig. 34 ref. 66) of the vehicle in failure (fig. 33 and 34 ref. 3).

The footbridge (fig. 34 ref. 98) is joining, by mean of the rope with tensioner with a traverse

(fig. 34 ref. 100) at the upper handrails to stabilize the vehicle in failure.

The footbridge compose with those elements allows evacuation of the persons from failure vehicle and the passage of the wheelchair for disabled by mean of the chutes to entrance and exit of the footbridge.

Figure n° 32 shows the cabin (ref. 3) where inside is placed the frames of the footbridge (ref. 98) placed on telescopic rails assembled for the transport in the cabin placed on the vehicle in working to arrive at the failure vehicle.

Figure n° 33 shows the cabin (ref. 3) with the footbridge (ref. 98) extends with telescopic rails placed on frames. On them are positioned the floors and the lateral handrails by mean of a pins system for a quickly assembled. The tractel-tirfor device (ref. 99) is used for strain the ropes placed at side of footbridge (ref. 98).

Figure n° 34 Figure shows another view of the elements described in the previous figure with the view of the upper traverse (ref. 100) places on upper hand rails to stabilize the failure vehicle and to take a part of the loading acting on the footbridge (ref. 98). References of Figures used to describe the patent.

Reference n° 1 : the group is composed by load bearing frame, group cabins with orientable cylinders and safety cylinders. It's applied on the trolley (fig. 1 ref. 2) described in the patent with international application number PCT/IT2016/000244 with title "Reclaiming rope-type plant" or on vehicle of the typology ropeway funicular.

Reference n° 2: the trolley is showed in the patent with international application number PCT/IT2016/000244 with title "Reclaiming rope-type plant".

Reference n° 3: Group (is illustrated in fig. 7) complete of cabin (ref. 15), it's hinged on the load bearing frame (fig. 4 ref. 7 and 8) complete of a cabin floor (ref. 16) with frame (ref.17) and the inclinometer device (fig. 7 ref. 24) to check the rotation of it.

Reference n° 4: indicate the load bearing frame group of the cabins group, on it is placed the hydraulic group of orientations (fig. 2 and 4). The main components are the ref. 7, 8, 9, 10, 1 1, 12, 13 shows in figure n°4.

• The reference n° 4a: indicates the steel plates for fixing to the load bearing frame of the trolley shows in the patent with international application number PCT/IT2016/000244 with title "Reclaiming rope-type plant" (ref. 2).

Reference n° 5: indicate the hydraulic groups for the rotation of the cabin (fig. 2).

Reference n° 6: indicate the first hydraulic group for cabin rotation, it's identical as the one indicated with ref. n°5 placed in mirror way to optimize the geometry of functioning (fig. 2). Reference n° 7: it is indicated the first part of the load bearing frame (fig. 4), on it, the plates supporting are welded to bring the shafts (fig. 8 ref. 25 and fig. 9 ref. 25) of rotation of the cabin inserted in the groups (ref. 19 and 20).

• The reference n° 7a: indicates the bearing plate for attack itself at the load bearing frame (fig. 4 ref. 41) of the trolley (fig. 1 ref. 2).

· The reference n° 7b: indicates the seating in which is placed shaft (fig. 8 and 9 ref. 25) inserted in the groups with ref. 19 and 20.

• The reference n° 7c: indicates the central attack on the bearing frame (fig. 4 ref. 41) of the trolley (fig. 1 ref. 2).

• The reference n° 7d: indicates the central attack on the load bearing frame (fig. 4 ref. 41) of the trolley (fig. 1 ref. 2).

Reference n° 8: indicates the second part of the load bearing frame (fig. 4), on which are welding the bearing plates where are inserted the shafts (fig. 8 and 9 ref. 25) inserted in the cabin groups (fig. 8 ref. 20 and 9 ref. 19). • The reference n° 8a: indicates the attack at the load bearing frame (fig. 4 ref. 41) of the trolley (fig. 1 ref. 2).

• The reference n° 8b: indicates the seats in which is placed the shaft of the groups (fig. 7 ref. 19 and 20).

· The reference n° 8d: indicates intermediates supports, they are bolted on the load bearing frame of the trolley (fig. 1 ref. 2).

Reference n° 9: indicates the cross bars that serves of joining of the right and left part of the frame composes by the first part of the frame (fig. 4 ref. 7) and the second part of the frame (fig. 4 ref. 8).

Reference n° 10: indicates the cross bars that serves to support of the cylinder utilized for the rotation of the first cabin floor and they have the function of joining of the right and left part of the frame composed by the first part of the frame (fig. 4 ref. 7) and the second part of the frame (fig. 4 ref. 8).

Reference n° 11 : indicates the partial traverse that serves to bear the cylinder (ref. 5) utilized for the rotation of the cabin floor in the internal cabins (fig. 4).

Reference n° 12: indicates the attack (fig. 4) of the cylinder (ref. 5 and 6) for the rotation of the cabin (ref. 3) placed on the frame (ref. 4).

Reference n° 13: indicates the encoder group device with pinion (fig. 5), it's supported by a stirrup that is bolted on the frame with ref. 7 or 8.

Reference n° 14: indicates the device micro (fig. 6 ref. 36), it's supported by a stirrup that is bolted on the frame with ref. 7 or 8.

Reference n° 15: indicates the cabin where inside there are the passengers (fig. 7), it's bolted on the orientable floor (ref. 16).

Reference n° 16: indicates the cabin floor (fig.7), it's fixed by means rubber metal rails ApsoVib of the Angst-Pfister (fig. 8, 9, 10 ref. 33) at the load bearing frame (ref. 17).

Reference n° 17: indicates the load bearing frame that is brought the cabin floor by means of rubber metal rails ApsoVib of the Angst-Pfister (fig. 8, 9, 10 ref. 33). On it, they are fixed the two rotation groups (fig .7 ref. 19 and 20).

• The reference n° 17a: indicates the attack of the cylinder that does the rotation of the frame (fig. 7 ref. 17) on which is collocated the cabin floor (ref. 16).

• The reference n° 17b: indicates the plate with shape to "c" (fig. 8, 9, 10). It's welded on the frame (fig.7 ref. 17) inside of it is placed the rubber metal rails anti vibration (fig. 8, 9, 10 ref. 33). Reference n° 18: indicates the sheet at shape of "z" (fig. 8 and 9), they envelop the frame (ref. 17) and prevent the detachment of the cabin floor in case of failure of the anti-vibration rubber metal rails (fig. 8, 9, 10 ref. 33).

Reference n° 19: indicates the support complete of bearing (fig. 9), its shaft is fixed to the frame with ref. 7 and 8 (fig. 4) inside the seat 7b and 8b. The support in object brings the bearing (ref. 31) and the cam (ref. 35) that acts the device micro of "0", the zero position is when the cabin floor is parallel to the frame (fig. 4 ref. 7 and 8).

Reference n° 20: indicates the support complete of bearing (fig. 8), the shaft is placed inside the frame and it's fixed at the position 7 and 8 of the fig. 4 inside of the seating 7b and 8b. The support in object brings the bearing (ref. 31) and the toothed wheel (ref. 23) fixed on the floor of the frame for checking the rotation of the cabin floor (ref. 16).

Reference n° 21 : indicates the rubber cushioning buffer (fig. 8 and 9) in of end path of the cabin is placed on the cabin frame (ref. 17).

Reference n° 22: indicates the frame brings the rotation group (fig. 9 ref. 19 and fig. 8 ref. 20). It's the support brings the bearing (ref. 31 ) with to inside the shaft (ref. 25) that to its extremity is fixed to the frame in the seats machined (fig. 4 ref. 7b and 8b).

Reference n° 23: indicates the toothed wheel fixed to the frame by means of the support (fig. 8 ref. 29), that is assembled concentric at the shaft (ref. 25) by means of the bushing (ref. 27). Reference n° 24: indicates the inclinometer device (fig. 8) that detects the horizontality of the cabin floor. The base of the inclinometer device must be on the same rotation axle of the shaft (ref. 25).

Reference n° 25: indicates the shaft that bring of the cabin floor (fig. 8 and 9), on it is placed the bearing (ref. 31) for the rotation of the frame (ref. 1 1) by means of the support (ref. 22). Concentric at it is positioned the toothed wheel (ref. 23) or the cam (ref. 35).

Reference n° 26: indicates the plate is bolted under the cabin floor plate (fig. 8, 9 ,10 ref. 16), it brings the metal-rubber rail (ref. 33) by mean of the screws.

Reference n° 27: indicates the bushing for centring the toothed wheel (ref. 23) or the cam (ref. 35) at shaft (ref. 25) to allow the rotation (fig. 8 and 9) of the shaft (ref. 25).

Reference n° 28: indicates the fixing plate of the shaft (ref. 25) at the frame (fig. 4 ref. 7 and 8) after the insertion in the seats (fig. 8 and 9 ref. 7b and 8b).

Reference n° 29: indicates the support (fig. 8 and 9) for fixing the toothed wheel (ref. 23) at the frame (ref.17) and to fix the cam of "0" (ref. 35) in the groups with ref. 19 and ref. 20 fig. 8 and 9.

Reference n° 30: indicates the support of the inclinometer device (fig. 24). Reference n° 31 : indicates the bearing places on the shaft (ref. 25) and it is fixed on the support (fig. 8 and 9 ref. 22).

Reference n° 32: indicates the spacer to positioning the bearing (ref. 31) and for the centring the bushing (fig. 8 and 9 ref. 27).

Reference n° 33: indicates the cushioning metal-rubber rail of the type Apsovib of the Angst- Pfister, it's bolted in the seats of the frame (ref. 17) and it is fixed at floor cabin by mean the plate (fig. 8, 9, 10 ref. 26).

Reference n° 34: indicates the lateral closed of the shaft (ref. 25) to prevent the unthreading from the support (ref. 22) and the bearing (ref. 31) and other components installed on the shaft (fig. 8 and 9).

Reference n° 35: indicates the cam to activate the micro switch for the "0" (fig. 9), it is fixed by means of the supports (ref. 29) on the frame (ref. 17). It's concentric at the shaft (ref. 25). Reference n° 36: indicates the switch micro inserted in the group (fig.6 ref. 14) and it's fixed on the frame for the checks of the parallelism position between the load bearing frame (fig. 2 ref. 4) of the vehicle and floor cabin (fig. 7 ref. 16).

Reference n° 37: indicates the shaft to attacks cylinder, it's placed in the spherical rod ends welded on a plate applied in the back of the orientable cylinder (fig. 12).

Reference n° 38: indicates the safety lobe knobs to allow the opening of the door (fig.18 ref. 66) by the external side. It's unscrewed with a made low pressure by the external door side of the cabin: At the end of the unscrewing the support is released by actuator (fig. 18 ref. 64) in the normal position can't be unscrewed.

Reference n° 39: indicates the shaft inserted in the cylinder support at the spherical rod ends with female thread applied on the shaft of orientable cylinder (fig. 12 ref. 5 or ref. 6).

Reference n° 40: indicates the plate for anti-rotation of the shaft brings cylinder (fig. 13 ref. 5 or ref. 6).

Reference n° 41 : indicates the load bearing frame of the trolley, it's showed in the patent with international application number PCT/IT2016/000244 with title "Reclaiming rope-type plant" (for this reason is in transparent modality) (fig. 4 and 5).

Reference n° 42: indicates the single support (fig. 4) of attack group of the safety cylinder (fig. 2 ref. 49) applied on the frame (ref. 41).

Reference n° 43: indicates the double attack (fig. 4) of the support group of the safety cylinder (fig. 2 ref. 49) applied on the frame (ref. 41).

Reference n° 44: indicates the crosspiece of the group n°l (fig. 4) applied on the frame (ref. 41) to attack the single safety cylinder (fig. 2 ref. 49). Reference n° 45: indicates the crosspiece support group n°2 (fig. 4) applied on the frame (ref. 41) to attack the single safety cylinder (fig. 2 ref. 49).

Reference n° 46: indicates the crosspiece of support group n°3 (fig. 4) applied on the frame (ref. 41) to attack the single safety cylinder (fig. 2 ref. 49).

Reference n° 47: indicates the shaft to bring the cylinder (fig. 13 ref. 49), it's places inside spherical rod end to welded on plate. It's applied in the back of the safety cylinder.

Reference n° 48: indicates the shaft brings the cylinder from the cabin frame side. It's placed in the spherical rod ends with a female thread applied on safety cylinder shaft (fig. 13 ref. 49). Reference n° 49: indicates the safety cylinder (fig. 2, 12, 13).

Reference n° 50: indicates the safety cylinder stroke detector (fig. 2, 12, 13).

Reference n° 51 : indicates the shaft to attack to safety cylinder (on cylinder side back) stroke detector (fig. 12 ref. 50).

Reference n° 52: indicates the shaft to attack to safety cylinder (side to frame of cabin) stroke detector (fig. 12 ref. 50).

Reference n° 53: indicates inclinometer device applies on the load bearing frame to detect the inclination of the frame (ref. 41) corresponding to the inclination of the ropes- way (fig. 4). Reference n° 54: indicates the rails of safety to contain the fluctuations the failure cabin in case the system of orientation doesn't work (fig. 2 and 7). It brings the roller (ref. 55).

Reference n° 55: indicates the roller applied on the cabin rails (fig. 2 ref. 54 and fig. 7 ref. 54). Reference n° 56: indicates the hydraulic unit of the vehicle brakes (fig. 4).

Reference n° 57: indicates the hydraulic unit for orientable cylinders of the vehicle cabins (fig. 4 and 5).

Reference n° 58: indicates the hydraulic unit for safety cylinders of the vehicle cabins (fig. 4). Reference n° 59: indicates the frame to bring hydraulic unit (fig. 4 and 5).

Reference n° 60: indicates the right guide to apply on the vehicle (fig. 4 and 5).

Reference n° 61 : indicates the left guide to apply on the vehicle (fig. 4 and 6).

Reference n° 62: the crosspiece of joining the guides (ref. 60 and 61) to contain the transversal force during possible impacts in station (fig. 4, 5 and 6).

Reference n° 63: indicates the group to detect the direction and the measuring the speed of the wind (fig. 1), with these parameters the control unit can detect the external forces acted on the cabin surfaces and the control unit can send the signal of alarm to slow or to stop the vehicle.

Reference n° 64: indicates the linear actuator for opening the cabin doors (fig. 18). Reference n° 65: indicate the plates to absorb the structural stressess (fig. 8, 9 and 13), they are placed between the cabin frame (ref. 17) and the cabin floor (ref.16). They have the function of distribution the stress exerts by the cylinders (ref. 5, 6 and 49).

Reference n° 66: indicate the cabin's door (fig. 7).

Reference n° 67: indicates the hook safety group (fig. 18), it is complete the hook right/left and proximity switch to check the correct closure of the door. It's equipped with external screw for unblocking it (ref. 69).

Reference n° 68: indicates the micro switch to detect the cabin door closing (fig. 18), it can be utilized from actuator (ref. 64) also like end stroke detector.

Reference n° 69: indicates the safety lobe knobs whit screw for external unblocking of the safety hook (fig. 18 ref. 67).

Reference n° 70: indicates the driving station proposed in the patent with international application number PCT/IT2016/000244 with title "Reclaiming rope-type plant" (fig. 23, 24, 25).

Reference n° 71 : indicates the plane with steps on the access staircase to the cabin at the driving station (fig. 23 and 25).

Reference n° 72: indicates the right rails for line 1 or 2 to drive the vehicle during the entry in the driving station (fig. 23, 24, 25).

Reference n° 73: indicates the left rails for line 1 or 2 to drive the vehicle during the entry in the driving station (fig. 23, 24, 25).

Reference n° 74: indicates the right rails for line 1 or 2 to drive the vehicle during the entry in the return and tension station (fig. 26, 27, 28, 29).

Reference n° 75: indicates the left rails for line 1 or 2 to drive the vehicle during the entry in the return and tension station (fig. 26, 27, 28, 29).

Reference n° 76: indicates the left sliding block in synthetic material for line 1 and 2, it's positioned under the scale profile to contain the vehicle in driving station (fig. 23).

Reference n° 77: indicates the right block sliding in synthetic material for line 1 and 2, it's positioned under the scale profile to contain the vehicle in driving station.

Reference n° 78: indicates the right block sliding in synthetic material for line 1 and 2, it's positioned under the scale profile to contain the vehicle in return and tension station (fig. 26).

Reference n° 79: indicates the left block sliding in synthetic material for line 1 and 2, it's positioned under the scale profile to contain the vehicle in return and tension station (fig. 28).

Reference n° 80: indicates the assembly of the jumper with single roller or double rollers placed in entrance of the driving station of line 1 or 2. It allows vertical movement but it's driven horizontal to prevent horizontal movement of the vehicle leaning on ropes way (fig. 23, 24, 25).

Reference n° 81 : indicates the assembly of the jumper with single roller or double rollers placed in entrance of the driving station of line 1 or 2. It allows vertical movement but it's driven horizontal to prevent horizontal movement of the vehicle leaning on the ropes way. Two switch micros are placed on structure of the jumper, to detect the point of begin the fast deceleration and the point to start the emergency braking (fig. 23, 24).

Reference n° 82: indicates the assembly of the jumper with single roller or double rollers placed in entrance of the return and tension station of line 1 or 2. It allows vertical movement but it's driven horizontal to prevent horizontal movement of the vehicle leaning on the ropes way (fig. 26, 27, 28, 29).

Reference n° 83: indicates the assembly of the jumper with single roller or double rollers placed in entrance of the return and tension station of line 1 or 2. It allows vertical movement but it's driven horizontal to prevent horizontal movement of the vehicle leaning on the rope. Two switch micros are placed on structure of the jumper, to detect the point of begin the fast deceleration and the point to start the emergency braking (fig. 26, 27, 28).

Reference n° 84: indicates the rack conveyors to transport the disabled person, they are inserted at left and right sides of the driving station (fig. 23, 24). The access at the platform, that is carries by the rack conveyor, is regulated by station's gate (fig. 25).

Reference n° 85: indicates the vehicle in station complete with system orientable horizontal cabins. It's oriented compensating the inclination of the trolley (ref. 2) leans on the ropes way (fig. 23, 24, 25, 26, 27, 28).

Reference n° 86: indicates the gate in station with external phone to ask assistance of the staff and a button of call of the platform to transport disabled on wheelchair (fig. 23, 26).

Reference n° 87: indicates the platform to transport disabled on wheelchair (fig. 23, 24, 25, 26, 27, 28).

Reference n° 88: indicates the gates to regulated the access between staircase and cabin or vice versa. It's opened when the vehicle arrives in the driving station (fig. 23).

Reference n° 89: indicates the gates to regulated the access between staircase and cabin or vice versa. It's opened when the vehicle arrives in the return and tension station (fig. 28, 29).

Reference n° 90: indicates the two gates to regulated the access, the first is placed between transport platform of the disabled and terracing and the second is placed between terracing and cabin floor. The second is opened when the vehicle arrives in the driving station and the first is opened when the platform on conveyor rack arrives at the terracing (fig. 25). Reference n° 91 : indicates the external phone, if there's need of call the staff assistance and/or to call the disabled platform (ref. 87) transport on wheelchair. It's placed on terracing to cabin side (fig. 25).

Reference n° 92: indicates the terracing in concrete, it's placed to cabin side to allow a pause at the disabled in waiting of the platform on the conveyor rack (fig. 25 and 29).

Reference n° 93: indicates the return and tension station proposed in the patent with international application number PCT/IT2016/000244 with title "Reclaiming rope-type plant" (fig. 26, 27, 28, 29).

Reference n° 94: indicates a plane with steps, it's placed on staircase at the return and tension station (fig. 28, 29).

Reference n° 95: indicates the rack conveyors to transport the disabled person, they are inserted at left and right sides of the return and tension station. The access at the platform, that is brought by rack conveyor, is regulated by station's gate (fig. 26, 27, 28, 29).

Reference n° 96: indicates the upper part of the rescue arm (fig. 30, 31) to make the descent the passengers in case of failure of a vehicle of the "Reclaiming rope-type plant". It's applied on the safety rail (ref. 54) placed around the cabin (ref. 15).

Reference n° 97: indicates the low part of the rescue arm (fig. 30, 31) to make the descent of the passengers in case of failure of a vehicle of the "Reclaiming rope-type plant". It's applied on handrail upper places inside the cabin (ref. 15) and it is joining at the upper rescue arm (rif. 96) with pins at quickly insertion.

Reference n° 98: indicates the extendible bridge foot group for the rescue between the cabins of the rope-way plant with independent double winches (fig. 32, 33, 34). It's placed inside the cabin of the vehicle of the plant in working and it's extended when the vehicle arrives in correspondence of the failed vehicle by means of the telescopic rails.

Reference n° 99: indicates the Tractel Tirfor to pull 800 kg for taking the cantilever load acting on the bridge foot (fig. 33, 34).

Reference n° 100: indicates the group composed with rope and tensioner applied at the extremity of the foot bridge and the traverse installed on the handrail upper of the failure cabin to contain the fluctuations the failure cabin (fig. 34).

Claims

CLAIMS.

1 ) System of orientable cabins for the transport of people realized by means of the application on a load bearing frame (Fig. 2; 4) positioned on a trolley (Fig. 1 ; 2) of a reclaiming rope-type plant or on any ropeway system of the funicular type, said system being composed of:

♦ at least two cabins (Fig. 7; 15) applied on an orientable floor (Fig.7; 16) for keeping the cabin floor always horizontal with the variation of the inclination of the ropes , the cabins being able to vary their inclination for passing the hillock, every cabin (Fig. 7; 15) having on every side thereof, an inclined door (Fig. 7; 66) with the aim to reduce a lateral load of the wind;

♦ on the cabin load bearing frame (Fig. 7; 17) the plate of flooring (Fig. 7; 16) of the cabin (Fig. 7; 15) is bolted and has on every side one group that has a support and rotation function (Fig. 7; 19 and Fig. 7; 20);

♦ the two support groups (Fig. 7; 19 and Fig. 7; 20) are assembled on both sides on the right and left of the cabin load bearing frame (Fig. 7; 17), the first support group being equipped with a toothed wheel (Fig. 8; 23) joined at the encoder pinion, the second group of supports being equipped with a cam (Fig. 9; 35) that allows making the zero setting when the cabin floor is parallel to the loading bearing frame (Fig. 2; 4), as an alternative the same function being made by the inclinometer device (Fig. 4; 53).

2 ) System according to claim 1 , characterized by a hydraulic system for the orientation (Fig. 2; 5, 6 and Fig. 3; 5, 6).

3 ) System according to claim 1 or 2, characterized in that the load bearing frame of the cabin (Fig. 7; 17) comprises at least an inclinometer device (Fig. 7; 24) that has the function of detecting the difference between the theoretical horizontal plan and the inclination of the cabin floor (Fig. 7; 16), while the toothed wheel (Fig. 8; 23) is geared with the pinion of an encoder group (Fig. 12; 13 and Fig. 5; 13) placed on the loading bearing frame of the vehicle (Fig. 12; 4 and Fig. 2;4) to verify the rotation angle of the cabin floor (Fig. 12; 16) as regards the inclination of the ropes way on which the vehicle is leaning, in order to increase the safety in case of failure of an inclinometer device (Fig. 8; 24) of the cabin "n", being it possible to create an electronic commutation in case one or more inclinometers device do not give the output signal to read the inclinometer device of the cabin "n+1" except the last cabin that reads the inclinometer device "n-1".

4 ) System according to any one of the previous claims, characterized in that the frame (Fig. 9;

17) of the cabin comprises a further support group (Fig. 9; 19) inside which a cam (Fig. 9; 35 - Fig. 13; 35) is placed, that acts on a "0" micro switch (Fig. 13; 36) activated when the floor of the cabin (Fig. 13; 16) is parallel to the frame (Fig. 13; 4), this position being equivalent to the half stroke of the rotation of the cabin floor (Fig. 13; 16), the "0" micro-switch (Fig. 13; 36) having a function of giving an electronic reference for the management system, or alternatively the "0" reference is obtained by means of the mathematics calculated used the inclinometer device (Fig. 4; 53).

5 ) System according to any one of the previous claims, characterized in that it comprises at least two further cylinders for the orientation (Fig. 2; 5 and 6 - Fig. 16; 5 and 6), that serve to perform the rotation of the cabin system, every cylinder during the rotation of the cabin making a continuous stroke and varying his length that is calculated used the datum given by the encoder (Fig. 12; 13) or the inclinometer device (Fig. 4;53 - Fig. 8; 24), the values being known by the control unit and the force exerted when the cylinder geometry varies being thereby calculated.

6 ) System according to claim 5, characterized in that the control unit also checks the inclination of the orthogonal axle of the ropes carried by the inclinometer device (Fig. 8; 24 or

Fig. 4; 53), and verifies if there are excessive inclinations of the vehicle due to the wind force with an excessive unbalance of the loading in the cabins (Fig. 2;3) of the vehicle, if this situation occurs, the control unit transmitting an alarm signal to the driving station to reduce the vehicle speed or to stop the ropes system.

7 ) System according to any one of the previous claims, characterized by a safety system with a duplication of the hydraulic unit of orientation (Fig. 4; 57), which allows in case of failure of the main hydraulic unit of orientation to intervene with the reserve hydraulic unit to supply the hydraulic force and with the pressure like a main unit, or, alternatively, a safety system is applied that comprises the installation of a safety cylinder (Fig. 12; 49 - Fig. 2; 49) that orients the first, the last and some intermediate cabins, the cabins without the system being kept in position by means of a rail system (Fig. 2; 54 - Fig. 7; 54) with the rollers (Fig. 2; 55 - Fig. 7; 55) applied on the external of the cabin to guarantee, during a variation of the inclination of the ropes between +36° and -36°, a containment between 0° and 1 1.5°.

8 ) System according to claim 7, characterized in that the safety cylinders (Fig. 12; 49 - Fig. 2; 49) work in synchronization with the orientable cylinders due to an electronic stroke detection (Fig. 2; 50 - Fig. 12; 50) that, by means of a regulating valve (Fig. 17), varies the flow considering the position of the cabin with regard to the inclination of the vehicle, the control unit regulating the flow by means of calculations made on the geometry of the systems that allows performing different strokes at the same time "t" for the safety cylinders (Fig. 12; 49 - Fig. 2; 49) or the orientable cylinders (Fig. 2; 5 and 6 - Fig. 12; 5 Fig. 16; 5 and 6) in relation to every inclination of the ropes where the vehicle is leaning in every working positions. 9 ) System according to any one of the previous claims, characterized in that, in case of failure of the driving station, the system has two rescuing systems, the first rescuing system being by means of a telescopic arm (Fig. 30; 96 and 97 - Fig. 31 ; 96 and 97) that allows the passengers to go down from the cabin, the second rescuing system being utilized only in case the rope system has a double driving station, since it allows handling every vehicle independently, and provides for a temporary installation in the operational vehicle of an extendable footbridge (Fig. 33; 98 - Fig. 34; 98) inside some cabins, when the vehicle has reached the vehicle in failure by mean of the footbridge extension, the rescue staff being able to move the passengers.