EP0557179A1 - Transportation system including cable tracted, releasable vehicles and control process of this system - Google Patents

Abstract

The present invention relates to the sector of transport systems comprising cable-drawn disengageable vehicles. According to the invention, the means (300, 400) provided for changing the speed of the vehicles (200) in a station and for moving these at slow speed are designed to receive simultaneously at least all the vehicles (200) which have left the boarding platform of the preceding station, so that these vehicles can reach the alighting platform of the station in question. The invention also relates to a method for controlling a transport system comprising cable-drawn disengageable vehicles. <IMAGE>

Description

TECHNICAL FIELD OF THE INVENTION

The present invention relates to the field of transport systems comprising detachable vehicles towed by cable.

The present invention can be applied to vehicles suspended from one or more tractor-carrying cables. It is mainly intended for transport systems comprising vehicles traveling on rails and towed by a cable between stations.

STATE OF THE ART

• au moins un câble principal d'entraînement 10 entraîné à vitesse rapide et continue (typiquement de l'ordre de 20km/h) entre des stations S1, S2,
• une pluralité de véhicules 20, comportant des moyens d'embrayage/débrayage sur le câble principal d'entraînement 10, pour permettre le déplacement des véhicules 20 entre les stations S1, S2, et
• au niveau de chaque station S1, S2 :
  • . à l'arrivée en station, des moyens aptes à débrayer les véhicules 20 du câble principal d'entraînement 10, et des moyens 30 aptes à ralentir les véhicules 20 jusqu'à une vitesse lente (typiquement 1km/h) ou un arrêt pour permettre l'embarquement et/ou le débarquement des passagers, et
  • . au départ de la station, des moyens 40 aptes à accélérer les véhicules 20 jusqu'à la vitesse du câble principal d'entraînement 10, et des moyens aptes à commander l'embrayage des véhicules 20 sur le câble principal d'entraînement 10.

Various transport systems of the type shown in the attached FIG. 1 have already been proposed comprising:

• at least one main drive cable 10 driven at rapid and continuous speed (typically of the order of 20 km / h) between stations S1, S2,
• a plurality of vehicles 20, comprising clutch / disengage means on the main drive cable 10, to allow the movement of the vehicles 20 between the stations S1, S2, and
• at each station S1, S2:
  • . on arrival at the station, means capable of disengaging vehicles 20 from the main drive cable 10, and means 30 capable of slowing vehicles 20 down to a slow speed (typically 1 km / h) or a stop to allow embarkation and / or disembarkation of passengers, and
  • . from the station, means 40 capable of accelerating the vehicles 20 to the speed of the main drive cable 10, and means able to control the clutching of the vehicles 20 on the main drive cable 10.

Transport systems of the aforementioned type have given rise to an abundant literature. By way of example, mention may be made of the documents FR-A-2265591, FR-A-2453064, FR-A-2475485, FR-A-2591548.

The SOULE Company has also already carried out various installations and put into service such transport systems.

Compared to known conventional public transport systems, such as buses, metros, trams or the like, cable vehicle transport systems, of the type illustrated in the appended FIG. 1, make it possible to reduce the transport time of passengers by almost zero waiting time. In addition, these systems offer high throughput. They can also be easily integrated into any new or pre-existing site, including a pedestrian site.

It will be understood, however, that as with any means of transport, the safety and comfort of the passengers transported are paramount.

In this regard, it is important in particular to allow simple and rapid evacuation of passengers in the event of an incident.

The systems hitherto proposed do not give satisfaction on this point because they frequently require, in the event of evacuation, to evacuate the cabins stopped between the stations.

BASIS OF THE INVENTION

The main object of the present invention is therefore to propose a new transport system facilitating the evacuation of passengers in the event of an incident.

• au moins un câble principal d'entraînement entraîné à vitesse rapide et continue en mode normal entre des stations,
• une pluralité de véhicules, comportant des moyens d'embrayage/débrayage sur le câble principal d'entraînement, pour permettre le déplacement des véhicules entre les stations, et
• au niveau de chaque station :
  • . à l'arrivée en station, des moyens aptes à débrayer les véhicules du câble principal d'entraînement, et des moyens spécifiques aptes à ralentir les véhicules jusqu'à une vitesse lente ou un arrêt pour permettre l'embarquement et/ou le débarquement des passagers, et
  • . au départ de la station, des moyens spécifiques aptes à accélérer les véhicules jusqu'à la vitesse du câble principal d'entraînement, et des moyens aptes à commander l'embrayage des véhicules sur le câble principal d'entraînement

caractérisé selon la présente invention par le fait que les moyens prévus pour modifier la vitesse des véhicules en station et déplacer ceux-ci à vitesse lente, c'est-à-dire les moyens aptes à ralentir les véhicules, associés le cas échéant à des moyens aptes à déplacer les véhicules à vitesse lente, et/ou les moyens aptes à accélérer les véhicules, associés le cas échéant à des moyens aptes à déplacer les véhicules à vitesse lente, sont adaptés pour recevoir simultanément au moins la totalité des véhicules ayant quitté le quai d'embarquement de la station précédente, de sorte que ces véhicules puissent atteindre la station concernée.This object is achieved according to the present invention thanks to a system of the type described above comprising:

• at least one main drive cable driven at high speed and continuous in normal mode between stations,
• a plurality of vehicles, comprising clutch / disengage means on the main drive cable, to allow movement of the vehicles between the stations, and
• at each station:
  • . on arrival at the station, means capable of disengaging vehicles from the main drive cable, and specific means capable of slowing vehicles down to a slow speed or a stop to allow embarkation and / or disembarkation of passengers, and
  • . from the station, specific means capable of accelerating vehicles to the speed of the main drive cable, and means capable of controlling the clutching of vehicles on the main drive cable

characterized according to the present invention in that the means provided for modifying the speed of the vehicles in the station and moving them at slow speed, that is to say the means capable of slowing down the vehicles, associated where appropriate with means capable of moving vehicles at slow speed, and / or means capable of accelerating vehicles, associated, where appropriate, with means capable of moving vehicles at slow speed, are adapted to simultaneously receive at least all of the vehicles which have left the embarkation platform of the previous station, so that these vehicles can reach the station concerned.

More specifically, according to the present invention, the means capable of accelerating the vehicles, associated where appropriate with means capable of moving the vehicles at slow speed, are preferably adapted to simultaneously receive all of the vehicles having left the embarkation platform. from the previous station, with the exception of vehicles placed opposite the associated landing platform of the station concerned, while the means capable of slowing down the vehicles, associated, where appropriate, with means capable of moving vehicles at slow speed, are preferably adapted to simultaneously receive all of the vehicles that have left the boarding platform of the previous station.

COMPLEMENTARY STATE OF THE ART

It is true that various documents have already proposed using the means capable of slowing down the vehicles and the means capable of accelerating the vehicles to store the latter.

Thus for example the document FR-A-2605574 describes a transport installation comprising an aerial cable with continuous scrolling and launcher and retarder systems each subdivided into several successive sections which can have differential drive speeds, the length of each section being slightly greater than the overall dimensions of each vehicle. Thus according to this document, vehicles located on a track between two stations can be stored partly on the launcher system, on the other hand on the retarder system.

Document FR-A-2654052 describes another variant of a transport installation comprising an aerial cable with continuous movement and launcher and retarder systems. More specifically, according to this document, it is planned to subdivide each of the launcher and retarder systems into two sections. In normal operation the two sections of each of these systems are kinematically coupled. However, when the installation stops, the two sections of the retarder system are decoupled. Similarly, when the installation is restarted, the two sections of the launcher system are decoupled. Thus the retarder system is subdivided into a first section used for slowing down the vehicles and into a second section capable of being used for the storage of vehicles, during the installation shutdown phase. Similarly, the launcher system is subdivided into a first storage section and a second section used for the acceleration of vehicles in installation restart phase. As a result, in a manner comparable to the aforementioned document, the vehicles can once again be stored, on the one hand, on the storage section of the launcher system and, on the other hand, on the storage section of the retarder system. Where appropriate, provision may also be made to store certain vehicles on the other sections, serving respectively for slowing down and accelerating each of the systems.

Those skilled in the art will understand that the means described in the two documents cited above are in no way comparable to the present invention. Neither of these two documents is concerned with the evacuation of passengers in the event of an incident and makes it possible to store almost all of the vehicles of the interstation, immediately downstream of a station on the launcher system, or in the case if necessary immediately upstream of a station, on the retarder system.

Document FR-A-2583363 describes an overhead cable transport installation which comprises cabins coupled to the cable by disengageable clamps. On-line, the cabins are grouped together in groups while retaining significant spacing to properly distribute the load. In the station, the cabins are uncoupled from the cable at a corresponding location on a quay by an individual control means, the cabins of the same group coming to a stop one behind the other. The cable speed is temporarily slowed down during each disengagement and / or clutching operation. The installation described in this document is very far from the invention since it uses a cable which is the subject of stop / slow speed cycles at each disengagement / clutch of a cabin and not a cable driven at high speed and continues, that it does not include specific means of acceleration / deceleration of vehicles and that it proposes to group the cabins exclusively in front of the quays.

The document EP-A-0369981 presents a system with detachable vehicles and storage device outside the normal course of the vehicles.

The advantages resulting from the structure proposed in the context of the present invention will be explained below.

DESCRIPTION OF THE FIGURES

• la figure 1 précédemment décrite représente une vue schématique d'une installation de transport conforme à l'état de la technique,
• la figure 2 illustre schématiquement la structure d'une installation à trois stations conforme à la présente invention, en fonctionnement normal,
• la figure 3 illustre schématiquement pour la même installation à trois stations, l'accumulation de véhicules en station en cas d'incident, dans le cadre de la présente invention,
• la figure 4 représente une vue de face d'un véhicule conforme à la présente invention,
• la figure 5 représente schématiquement une structure de pince susceptible de coopérer avec le câble principal d'entraînement, en position embrayée sur le câble principal,
• la figure 6 représente la même pince en position débrayée par rapport au câble principal d'entraînement,
• la figure 7 représente une rampe de commande de cette pince,
• les figures 8 et 9 représentent schématiquement une came
• les figures 8 et 9 représentent schématiquement une came élastique conforme à la présente invention autorisant un embrayage progressif sur le câble d'entraînement,
• la figure 10 illustre , en position embrayée, une pince à embrayage progressif conforme à la présente invention,
• la figure 11 représente schématiquement une came fixe au sol susceptible de commander la pince conforme à la présente invention représentée sur la figure 10 , et
• les figures 12 et 13 illustrent schématiquement pour une installation à trois stations, deux variantes d'accumulation de véhicules en station en cas d'incident.

Other characteristics, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the appended drawings given by way of nonlimiting examples and in which

• FIG. 1, previously described, represents a schematic view of a transport installation in accordance with the state of the art,
• FIG. 2 schematically illustrates the structure of an installation with three stations in accordance with the present invention, in normal operation,
• FIG. 3 schematically illustrates for the same installation at three stations, the accumulation of vehicles in the station in the event of an incident, in the context of the present invention,
• FIG. 4 represents a front view of a vehicle according to the present invention,
• FIG. 5 schematically represents a clamp structure capable of cooperating with the main drive cable, in the engaged position on the main cable,
• FIG. 6 shows the same clamp in the disengaged position relative to the main drive cable,
• FIG. 7 represents a control ramp for this clamp,
• Figures 8 and 9 schematically represent a cam
• FIGS. 8 and 9 schematically represent an elastic cam in accordance with the present invention authorizing a progressive clutch on the drive cable,
• FIG. 10 illustrates, in the engaged position, a progressive clutch pliers according to the present invention,
• FIG. 11 schematically represents a fixed cam on the ground capable of controlling the clamp according to the present invention shown in FIG. 10, and
• Figures 12 and 13 schematically illustrate for an installation at three stations, two variants of accumulation of vehicles in the station in the event of an incident.

GENERAL STRUCTURE OF THE SYSTEM IN ACCORDANCE WITH THE INVENTION

There is shown in Figure 2 attached, an installation according to the present invention comprising three stations S1, S2, S3, namely two terminal stations S1, S3 and an intermediate station S2.

We find in Figure 2, two main drive cables 100, 110. The cable 100 is placed between the terminus station S1 and the intermediate station S2. The cable 110 is placed between the intermediate station S2 and the terminus station S3. Each cable 100, 110 is formed of an endless loop. It is guided by at least two wheels 101, 103 and 111, 113 respectively, of axis 102, 104, 112, 114 vertical. At least one of the wheels 101, 103 and 111, 113, associated with each cable 100, 110, is coupled to motor means able to move the main cable 100, 110, associated with a fast and constant speed, typically from 1 '' order of 20km / h.

The aforementioned drive means have not been shown in the accompanying figures to simplify the illustration.

The vehicles thus moved between the stations S1 and S2 using the cable 100 and between the stations S2 and S3 using the cable 110 are referenced 200. Each of the vehicles 200 comprises clutch / declutch means on the main drive cable 100. These clutch / declutching means preferably comprise at least one clamp linked to each vehicle and controlled by a cam located along the travel path. Preferred examples of embodiment of these clutch / declutch means will be described below.

Preferably, the vehicles 200 run on a pair of parallel rails 250, 252 and are guided on these by a pair of rollers with vertical axes 210, 212, disposed respectively on either side of one of the two aforementioned rails 250, as shown in FIG. 4.

As indicated above, at each station S1, S2, S3, specific means 300 are provided on the one hand capable of slowing vehicles down to a slow speed, typically 1 km / h, or a stop to allow embarkation and / or disembarkation of passengers, and on the other hand specific means 400 capable of accelerating each vehicle to a speed preferably equal to, and at least close to, the speed of the main downstream drive cable 100 or 110.

More specifically, for the terminus stations S1, S3, there is provided a set of means 300 capable of slowing the vehicles down to a slow speed or a stop, associated with means for disengaging the vehicles with respect to the main cable 100 or 110 respectively and there is provided a set of means 400 capable of accelerating each vehicle 200, associated with vehicle clutch means on the main cable 100 or 110 respectively. The assembly 300 of the station S1 has the function of braking the vehicles coming from the station S2, while the assembly 400 of the same station S1 has the function of accelerating the vehicles leaving towards the station S2. Similarly, the assembly 300 of the station S3 has the function of braking vehicles coming from the station S2, while the assembly 400 of the same station S3 has the function of accelerating the vehicles leaving in the direction of station S2.

On the other hand, at the level of the intermediate station S2, two sets of means 300 are provided capable of slowing the vehicles down to a slow speed or a stop associated with aryans for disengaging the vehicles with respect to the main cable 100 or 110 respectively and two sets of means 400 are also provided capable of accelerating each vehicle 200, associated with vehicle clutch means on the main cable 100 or 110 respectively. One of the sets of means 300 of the station S2 is associated with the cable 100 and has the function of braking vehicles coming from the terminus station S1. The other assembly 300 of the station S2 is associated with the cable 110 and has the function of braking vehicles coming from the terminus station S3. One of the sets 400 of the station S2 is associated with the cable 100 and has the function of accelerating the vehicles leaving in the direction of the terminus station S1. The other assembly 400 of the station S2 is associated with the cable 110 and has the function of accelerating the vehicles leaving towards the terminus station S3.

Where appropriate, the retarder means 300 and the accelerator means 400 can be formed by variable speed means designed to drive the vehicles over the entire length of a station S between the declutching point and the clutch point on a main cable. 100 or 110. In this case, the vehicles have a speed which varies continuously at the station.

However, preferably, to facilitate the embarkation and disembarkation of passengers, it is planned to integrate at each station means capable of moving vehicles at slow and constant speed, typically 1km / h, opposite the platforms boarding and disembarking.

Thus, the means 300 of each station S more preferably preferably comprise first means 310 capable of slowing vehicles down to a slow speed, then second means 320 capable of moving vehicles at slow speed opposite a platform. landing.

Likewise, the means 400 of each station S more precisely preferably comprise first means 410 able to move the vehicles 200 at slow speed opposite a loading dock, then second means 420 able to accelerate the vehicles so that these reach at least substantially the speed of the associated main cable 100 or 110.

For the intermediate station S2, the means 320 and 410 of slow speed drive can be confused since at this station the vehicles 200 pass from the cable 100 to the cable 110 and vice versa, according to a substantially straight path.

On the other hand, for the terminus stations S1 and S3 at the level of which the vehicles coming from the intermediate station S2 and the vehicles then returning to this intermediate station S2 move respectively in opposite direction, on two parallel tracks, there is provided a means 500 of overturning of vehicles, placed between means 320 and 410 of slow speed drive.

Such a turning means 500 can be formed by a wheel with a vertical axis driven sequentially to turn the vehicles over 180 °. Such a reversal means 500 is described for example in document FR-A-2453064 and will therefore not be described in more detail below.

The retarder means 310, the constant speed drive means 320, the constant speed drive means 410 and the means Accelerators 420 can be the subject of different embodiments.

These means 310, 320, 410, 420, can each be formed from a cable moved at controlled speed, or can each be formed from wheels with a vertical axis resting on the sides of vehicles and driven at controlled speed, or equivalent means, such as bands or belts resting on the sides of vehicles and driven at controlled speed, or a combination of these different means. The means 310, 320, 410, 420, can moreover have different configurations.

According to a preferred embodiment, the retarder means 310 and the accelerator means 420 comprise auxiliary cables 311, 421, driven at controlled and variable speed, while the constant speed drive means 320, 410, comprise sets of wheels trained. The cables 311, 421, are formed of an endless loop guided by two pulleys 312, 313, 422, 423, one of the pulleys 312, 313, 422, 423, associated with the auxiliary cables 311, 421, is connected to a motor means, such as a gearmotor, capable of modulating the speed of the auxiliary cable 311, 421, between a speed equal or substantially equal to the speed of the main cable 100 or 110 and a speed equal or substantially equal to the slow speed of the drive means 320, 410. The constant slow speed drive means 320, 410, based on wheels, can be formed by any embodiment known to those skilled in the art. These means 320, 410 can be formed, for example, of means similar to those represented and described in the patent application filed by the Applicant under the number 90 16009 on December 20, 1990.

Essentially, these drive means 320, 410 preferably comprise several friction wheels with vertical axes spaced from one another, parallel to the landing and boarding quays, and interconnected by sets of deflection of angles, cardans and connecting shafts. The aforementioned wheels are thus driven by a geared motor.

The means capable of engaging and disengaging vehicles 200 on the main cable 100 or 110 can be the subject of numerous embodiments. Preferably, they are formed of a clamp system 600 with two articulated jaws as shown in FIG. 4.

Likewise, the means capable of engaging and disengaging the vehicles 200 on the auxiliary cables 311, 421, can be the subject of numerous embodiments. Preferably, they are formed of a clamp system 650 with two articulated jaws as shown in FIG. 4.

GENERAL CLAMP STRUCTURE

An embodiment of such a clamp system and its control are shown in FIGS. 5, 6 and 7.

• un mors fixe 610 solidaire du chassis de la cabine,
• un mors mobile 620 monté sur un bras 622 articulé autour d'un axe 624 sur la structure de pince liée au mors fixe 610,
• un galet 630 porté par l'extrémité du bras 622 opposée au mors 620, et
• un ressort 640 intercalé entre la structure de pince liée au mors fixe 610 et le bras 622 pour solliciter le mors 620 contre le câble 100 ou 110 et générer ainsi la force de serrage sur le câble.

The clamp 600 shown in FIGS. 5 and 6 respectively in the closed position and in the open position comprises:

• a fixed jaw 610 secured to the chassis of the cabin,
• a movable jaw 620 mounted on an arm 622 articulated around an axis 624 on the clamp structure linked to the fixed jaw 610,
• a roller 630 carried by the end of the arm 622 opposite the jaw 620, and
• a spring 640 interposed between the clamp structure linked to the fixed jaw 610 and the arm 622 to urge the jaw 620 against the cable 100 or 110 and thus generate the clamping force on the cable.

The clamp 600 is controlled by a ground cam system 700.

Cam 700 can be the subject of numerous variants. Preferably, the cam 700 successively comprises an ascending section 710, a horizontal section 720 and a descending section 730 as shown diagrammatically in FIG. 7.

In Figure 5, the roller 630 is shown in the low position on the ascending section 710. In this state, the clamp 600 is closed.

In Figure 6, the roller 630 is shown in the high position on the horizontal section 720. The clamp 600 is then opened.

In this embodiment, the cam 700 exerts on the roller 630 the opening force of the clamp. Furthermore, the opening and closing movements of the clamp are generated by the profile of the cam 700.

The relative arrangement of the means 300, 400, and the cams 700 ensuring the engagement and disengagement of the clamps 600, 650, with respect to the main cables 100, 110, is well known to those skilled in the art and will therefore not be not described in more detail later.

Preferably, there is further provided at each station S1, S2, S3, means ensuring automatic opening and closing of the doors when respectively a vehicle reaches a landing platform and leaves a loading platform. These means for automatically opening and closing the doors of vehicles 200 are also well known to those skilled in the art and will not be described in more detail below. In this regard, reference may be made, for example, to documents FR-A-2453064 and FR-A-2589936.

ESSENTIAL CHARACTERISTICS OF THE INVENTION

As indicated above, according to an essential characteristic of the invention, the means 300, 400, provided for modifying the speed of the vehicles in the station and moving them at slow speed, at each station, are adapted to receive simultaneously at least all of the vehicles that have left the embarkation platform of the previous station, so that these vehicles can reach the landing platform of the station concerned.

More specifically, according to the invention, it is preferably provided that at least the means 400 designed to move the vehicles 200 at slow speed opposite a loading dock and then to then accelerate the vehicles to the speed d '' a main cable 100 or 110, are designed to simultaneously receive at least all of the vehicles capable of being placed on the upstream track between the station concerned and the previous station, with the exception of vehicles which can be placed facing the quay from the said station concerned.

According to the schematic example given in FIG. 2, three vehicles 200 are likely to be placed on each track between the terminus station S1 and the intermediate station S2, while four vehicles 200 are likely to be placed on each track between the intermediate station S2 and the terminus station S3, and each landing quay is adapted to receive a vehicle.

Therefore, to respect the characteristic indicated in the preceding paragraph, according to the present invention, the length of the means 400 of the station S1 is at least equal to twice the length of a cabin 200, the length of the means 400 of the station S2 associated with the main cable 110 and intended to receive the vehicles leaving towards the station S3 is at least equal to twice the length of a cabin 200, the length of the means 400 of the station S3 is at least equal to three times the length of a cabin 200 and the length of the Aryans 400 of the station S2 associated with the main cable 100 and intended to receive the vehicles leaving towards the station S1 is at less than three times the length of a 200 cabin.

Thus, this arrangement makes it possible, in the event of an incident, to store all the cabins placed between two stations, on the landing quay and on the means 400 placed immediately downstream. As a result, the cabins 200 all pass in front of the landing quay, and therefore all pass in front of the automatic door opening system. It will be understood that this arrangement allows a simple and rapid evacuation of all the passengers.

However, according to another advantageous characteristic of the invention, not only the aforementioned means 400 are designed to simultaneously receive at least all of the vehicles capable of being placed on the upstream track between two stations with the exception of vehicles that can be placed opposite the landing platform, but furthermore the means 300 of each station are also designed to simultaneously receive at least all of the vehicles capable of being placed on the same upstream track between two stations.

With reference to the example shown in FIG. 2, the length of the means 300 of the station S1 is equal to three times the length of a cabin 200, the length of the means 300 of the station S2 receiving the vehicles coming from the station S1 is equal to three times the length of a cabin 200, the length of the means 300 of the station S3 is equal to four times the length of a cabin 200 and the length of the means 300 of the station S2 receiving the vehicles from station S3 is four times the length of a cabin 200.

It will be understood that thanks to this arrangement, although it is desirable, in the event of an incident, to place the vehicles 200 opposite the landing quay and on the means 400, to take full advantage of the landing facilities, and the means of automatic opening doors, one can if necessary use not the means 400 above, but the means 300 for storing the vehicles 200, since their capacity is suitable for this purpose. This process can be used for example in the event that an incident at a station prevents passage of the means 300 towards the means 400. It can be, for example, an incident at the level of the turning means 500 in the stations S1, S3.

The use of the means 300 for grouping together all the vehicles placed between two stations makes it possible to facilitate the evacuation of passengers, since the cabins are then grouped near a station and also makes it possible to facilitate the operations aimed at eliminating the incident.

FIG. 3 shows for example the position occupied by the vehicles after implementation of a storage procedure on the means 300 and 400, in the event of an incident at the level of the intermediate station S2 in the direction S3 towards S1 prohibiting any transfer between the means 300 associated with the cable 110 and the means 400 associated with the cable 100.

In this case, the four vehicles placed between the intermediate station S2 and the terminus station S3 at the time of the incident, in the direction of movement towards the terminus station S3, are stored one opposite the landing quay placed opposite the means 320 and the other three on means 400 of station S3. The four vehicles placed between the terminus station S3 and the intermediate station S2 in the direction of movement towards the station S2 are stored on the means 300 of the station S2. The three vehicles placed between the intermediate station S2 and the terminus station S1 in the direction of movement towards the station S1 are stored, one facing the landing platform of the station S1 and the other two on the means 400 of the station S1 . The three vehicles placed between the terminus station S1 and the intermediate station S2 in the direction of movement towards the station S2 are stored, one facing the landing platform of the station S2 and the other two on the means 400 of the station S2.

PROCEDURE FOR THE GROUPING OF STATION CABINS

• 1. Lorsque le stockage des cabines peut être opéré sur les deux moyens accélérateurs 400 associés à un câble 100 ou 110, on peut conserver la vitesse normale du câble d'entraînement 100, 110, typiquement 10m/s, décélérer les cabines grâce aux moyens 300 selon le processus classique et entraîner les moyens accélérateurs 400 pas à pas au fur et à mesure de l'arrivée des cabines pour recevoir successivement celles-ci.
• 2. On peut également utiliser le processus décrit ci-dessus en réduisant toutefois la vitesse des câbles d'entraînement 100, 110, par exemple de moitié, typiquement à 5m/s.
  Cette réduction de vitesse du câble d'entrainement allonge le temps d'évacuation. Ceci facilite la gestion de l'évacuation. Par ailleurs cet allongement de temps ne pénalise pas la durée de l'interruption de service puisque l'évacuation est en temps masqué par rapport au temps de réparation.
• 3. Lorsque le stockage des cabines ne peut être opéré sur l'un des myens accélérateurs 400 associés à un câble 100, 110, et que par conséquent l'un des moyens 300 doit être utilisé, on réduit la vitesse du câble 100, 110 à un régime lent et les moyens décélérateurs 300 sont entraînés pas à pas au fur et à mesure de l'arrivée des cabines pour recevoir successivement celles-ci.
• 4. Le cas échéant, en variante du processus décrit au point 3 ci-dessus, la vitesse du câble 100, 110 peut être modulée entre une vitesse moyenne typiquement 5m/s dans la phase d'approche des cabines et une vitesse lente, typiquement 1m/s, lors du transfert des cabines sur les moyens 300.

Different variants can be chosen:

• 1. When the cabins can be stored on the two accelerator means 400 associated with a cable 100 or 110, the normal speed of the drive cable 100, 110, typically 10m / s, can be kept, decelerate the cabins using the means 300 according to the conventional process and driving the accelerator means 400 step by step as the cabins arrive to receive them successively.
• 2. The process described above can also be used, however reducing the speed of the drive cables 100, 110, for example by half, typically to 5 m / s.
  This reduction in speed of the drive cable lengthens the evacuation time. This facilitates the management of the evacuation. Furthermore, this extension of time does not penalize the duration of the service interruption since the evacuation is masked time compared to the repair time.
• 3. When the storage of the cabs cannot be carried out on one of the myens accelerators 400 associated with a cable 100, 110, and that consequently one of the means 300 must be used, the speed of the cable 100, 110 is reduced at a slow speed and the decelerating means 300 are driven step by step as the cabins arrive to receive them successively.
• 4. If necessary, as a variant of the process described in point 3 above, the speed of the cable 100, 110 can be modulated between an average speed typically 5m / s in the cab approach phase and a slow speed, typically 1m / s, when transferring the cabs to the means 300.

RESTORING THE INSTALLATION

• 1. Les cabines stockées sur le décélérateur 300 peuvent être accélérées par les moyens 400 de façon classique pour embrayer sur le câble 100, 110 entraîné à vitesse normale typiquement 10m/s.
• 2. En variante les cabines stockées sur le décélérateur 300 peuvent être transférées sur l'accélérateur 400. Les cabines ainsi transférées sur l'accélérateur 400 ainsi que celles stockées sur les accélérateurs 400 avant annulation de l'incident peuvent alors être transférées selon un fonctionnement pas à pas, sur le câble 100, 110 entraîné à vitesse lente typiquement 1m/s. Le fonctionnement pas à pas des moyens 400 est adapté pour définir l'espacement requis entre les cabines.
  Le câble 100, 110 est ensuite accéléré progressivement pour atteindre sa vitesse, typiquement 10m/s, lorsqu'il n'y a plus de cabine sur les entrainements d'accélération 400 associés.
• 3. En variante du processus décrit au point 2 ci-dessus, dans la phase de remise en route, la vitesse du câble 100, 110 peut être modulée entre une vitesse lente, typiquement 1m/s, lors du transfert des cabines et une vitesse moyenne, typiquement 5m/s ou plus, voire 10m/s, lors de l'éloignement des cabines.
• 4. Selon encore une autre variante, lors de la phase de remise en route, le câble 300, 400 peut être entraîné à vitesse moyenne, par exemple la moitié de sa vitesse normale, typiquement 5m/s, moyennenant l'utilisation de moyens d'embrayage progressif des vehicules sur ce câble. Des exemples de tels moyens d'embrayage progressif seront décrits par la suite.

To restore the installation to service after storage of the cabins on means 300, 400, either following an incident or at the start of the day, different kinematics can be used

• 1. The cabins stored on the decelerator 300 can be accelerated by the means 400 in a conventional manner to engage on the cable 100, 110 driven at normal speed, typically 10m / s.
• 2. As a variant, the cabins stored on the decelerator 300 can be transferred to the accelerator 400. The cabins thus transferred to the accelerator 400 as well as those stored on the accelerators 400 before canceling the incident can then be transferred according to an operation. step by step, on cable 100, 110 driven at slow speed, typically 1m / s. The step-by-step operation of the means 400 is adapted to define the spacing required between the cabins.
  The cable 100, 110 is then gradually accelerated to reach its speed, typically 10 m / s, when there is no longer a cabin on the associated acceleration drives 400.
• 3. As a variant of the process described in point 2 above, in the restarting phase, the speed of the cable 100, 110 can be modulated between a slow speed, typically 1m / s, during the transfer of the cabins and a speed medium, typically 5m / s or more, or even 10m / s, when moving away from the cabins.
• 4. According to yet another variant, during the restarting phase, the cable 300, 400 can be driven at medium speed, for example half of its normal speed, typically 5 m / s, averaging the use of means for progressive clutching of vehicles on this cable. Examples of such progressive clutch means will be described later.

The latter variant has the advantage of allowing the system to be put back into service quickly.

These progressive clutch means can also be used as part of the process described in point 3 above and make it possible to overcome rigorous speed synchronism during the transition of vehicles from acceleration to the main cable.

PROGRESSIVE CLUTCH MEANS

Many progressive clutch means making it possible to adapt the speed of the cabs to that of the cable can be provided.

These means can be designed either to directly adapt the speed of the cabin to that of the cable, or to proceed indirectly by harmonizing the speed of the drive which precedes the main cable with the speed of the latter.

The means making it possible to directly harmonize the speed of a vehicle or cabin 200 with that of the cable are intended to limit, when clutching a cabin 200 on the cable, the force on the body in which the passengers are. This limitation of the force results in a displacement of the body relative to the cable.

According to one embodiment, the cams 700 provided on the ground can be elastic cams as shown in FIGS. 8 and 9.

FIGS. 8 and 9 show a section 740 of cam articulated at one end around a pivot 742 and urged upward by a spring 744. Such a section 740 of articulated cam can for example extend a fixed section of cam 746, in the clutch zone of an instant clutch pliers, in order to limit in a predetermined manner the clamping force of this pliers instant tightening.

More specifically, there is shown in Figure 8 the elastic cam 740 at rest, while in Figure 9, there is shown the roller 630 of an instant clamp clamping on the elastic cam 740. The man of the art will understand that the force exerted by the elastic cam 740 on the roller 630 depends on the location of the bearing point of the roller 630 relative to the articulation point 742 and to the spring 744. A tightening force is therefore obtained on the variable cable with movement of the clamp relative to the cam.

Another embodiment of means designed to harmonize the speed of vehicles with that of the cable is represented in FIG. 10. It is a clamp 660 adapted to form, in a first phase of its implementation, a clamp with progressive clutch, automatically transforming thereafter, in a second phase of its implementation, into an instant clutch pliers.

In FIG. 10, the clamp system 660 is shown in the maximum clamping position corresponding to the instant clutch clamp.

The clamp 660 shown in FIG. 10 comprises a fixed jaw 661 secured to the clamp structure 602 and a movable jaw 662 carried by a clamping arm 663 articulated around an axis 664 on the clamp structure 602. The arm 663 is biased by a clamping spring 665 interposed between the clamp structure 602 and the arm 663.

A second control arm 666 is articulated around an axis 667 on the arm 663. The arm 666 carries a roller 668 capable of cooperating with the cam 700. A control spring 669 is interposed between the two arms 663 and 666 .

The clamp 660 can be controlled by a cam 760 fixed to the ground of the type shown in FIG. 11.

This cam 760 includes an ascending section at steep slope 761, a horizontal section 762 and a descending section with a gentle slope 763. These three sections 761, 762 and 763 are successively crossed by the roller 668 in the above-mentioned order, the vehicle moving in the direction referenced 670 in the figure 11.

When the roller 668 rolls on the ascending section 661, the control arm 666 is raised quickly and the control spring 669 is compressed. The force of the clamping spring 665 is compensated and the clamp 660 opens quickly.

The clamp 660 remains open as long as the roller 668 rolls on the horizontal section 762 of the cam.

It closes and generates a progressive force on the cable 10 when the roller 668 rolls on the descending section with a gentle slope 663. The amplitude of the force subtracted from the force of the clamping spring 665 is in fact gradually reduced.

In the absence of a cam 760, the clamping force on the cable is defined by the clamping spring 665.

The slope and the length of the descending section 763 can easily be adapted by a person skilled in the art to limit the accelerations of vehicles during clutching depending on the characteristics of the system, in particular the speeds involved and the mass of vehicles.

These pliers 660 combine the advantages of a progressive clutch pliers (limitation of the acceleration to the clutch) and the advantages of an instant clutch pliers (safety between stations).

The clamp 660 can be the subject of various variant embodiments.

Thus, while according to the embodiment of FIG. 11, the first arm 663 is articulated on the clamp structure 602 while the second arm 666 is articulated on the first arm 663, provision may be made in variant of articulating the two arms 663, 666 on the clamp structure 602, or alternatively of articulating the second arm 666 on the clamp structure 602 and of articulating the first arm 663 on the second arm 666.

Other variants can be envisaged by reversing the position of the roller 668 on the arms, for example by making the roller 668 integral with the first arm 663 and not with the second arm 666; by reversing the position of the movable jaw 662, for example by making this movable jaw 662 integral with the second arm 666 and not with the first arm 663; by reversing the relative position of the arms 663 and 666 relative to the clamp structure 602; by placing a cylinder and piston damper in parallel with at least one of the springs 665 and 669 to shunt part of the clamping force; or by adapting the clamping and control arms to proceed by relaxing the clamping force.

MOTORIZATION

Of course the motorization (that is to say the geared motor and its control) of the means 300 and 400 must be adapted to move all of the cabins that they are capable of receiving. In fact, generally the means 300 and 400 are adapted to move a single cabin.

If it is assumed, for example, that the means 300 and 400 are adapted under normal conditions to move a cabin with an acceleration of 1m / s2, these means can move 10 empty cabins with an acceleration of 0.2m / s2 if the cabins have when empty, a weight equal to half the laden weight. However, the means 300 and 400 must be oversized if they have to move a number of vehicles greater than 10 and / or if the empty weight of these is greater than half of their laden weight.

VARIANTS

Of course the present invention is not limited to the embodiments which have just been described, but extends to all variants in accordance with its spirit.

According to the embodiments described above, the means 400 are adapted to receive all of the vehicles capable of being placed on the track immediately upstream, with the exception of vehicles that can be placed opposite the associated landing platform.

However, in a variant, it is possible to adapt the means 300 and 400 so that each of these can receive all of the vehicles capable of being placed on the upstream track coming from the previous station.

Thus, as shown in FIG. 12, the means 300 of the station S1 would be adapted to receive 3 cabins. The means 400 of the station S1 would be adapted to also receive 3 cabins. The means 300 and 400 of the station S2 associated with the cabins moved in the direction of the station S3 would be adapted to each receive 3 cabins. The means 300 of the station S3 would be adapted to receive 4 cabins. The means 400 of the station S3 would be adapted to also receive 4 cabins. The means 300 and 400 of the station S2 associated with the cabins moved in the direction of the station S1 would be adapted to each receive 4 cabins.

According to another variant, it is possible to adapt the means 300 for receiving all of the vehicles capable of being placed on all of the upstream tracks coming from a terminus station and to adapt the means 400 to receive all of the vehicles capable of being placed on all upstream routes coming from a terminus station with the exception of vehicles that can be placed opposite the associated landing dock.

Thus, as shown in FIG. 13, the means 300 of station S1 would be adapted to receive 7 cabins. The means 400 of the station S1 would be adapted to receive 6 cabins. The means 300 of the station S2 associated with the cabins moved in the direction of the station S3 would be adapted to receive 3 cabins while the means 400 of the station S2 associated with the same cabins would be adapted to receive 2 cabins. The means 300 of the station S3 would be adapted to receive 7 cabins. The means 400 of the station S3 would be adapted to receive 6 cabins. The means 300 of the station S2 associated with the cabins moved in the direction of the station S1 would be adapted to each receive 4 cabins while the means 400 of the station S2 associated with the same cabins would be adapted to receive 3 cabins.

This arrangement makes it possible to move the cabins as far as possible authorized by the incident between the terminal stations. For example, if the incident is limited for station S2 in the direction S3 to S1, the above arrangement makes it possible to move all the cabins which have left station S1, to the terminal station S3, and not to stop some of these cabins at station S2 as shown in Figure 3.

In other words, this arrangement makes it possible to complete all the journeys started, with the sole exception of journeys in vehicles on the track on the side of the incident encountered, upstream of this incident.

According to another variant, it is possible to adapt the means 300 and 400 to each receive all of the vehicles capable of being placed on all of the upstream tracks coming from a terminus station, that is to say in other words all vehicles having left the embarkation platform of the previous terminus station.

According to yet another variant, when a system is equipped with a garage zone bypassing the track main, this garage area can also be used, in addition to the means 300 and 400 to receive vehicles located between the incident and this garage area.

Claims (27)

Transport system of the type comprising: - at least one main drive cable (100, 110) driven at high speed and continuously in normal mode between stations S1, S2, S3), a plurality of vehicles (200), comprising means (600, 700) for clutching / disengaging the main drive cable (100, 110), to allow the vehicles to move between the stations, and - at each station: . on arrival at the station, means (700) capable of disengaging the vehicles (200) from the main drive cable (100, 110) and specific means (300) capable of slowing the vehicles down to a slow speed or a stop to allow embarkation and / or disembarkation of passengers, and . from the station, specific means (400) capable of accelerating the vehicles (200) to the speed of the main drive cable (100, 110), and means (700) capable of controlling the clutch of the vehicles on the main drive cable characterized in that the means (300, 400) provided for modifying the speed of the vehicles (200) in the station and moving them at low speed, are adapted to simultaneously receive at least all of the vehicles (200) having left the embarkation platform of the previous station, so that these vehicles can reach the station concerned. System according to Claim 1, characterized in that the means (300) capable of slowing down the vehicles (200), including where appropriate means (320) capable of moving the vehicles at slow speed, are adapted to simultaneously receive all vehicles (200) having left the embarkation platform of the previous station. System according to either of Claims 1 and 2, characterized in that the means (400) capable of accelerating the vehicles (200), including where appropriate means (410) capable of moving the vehicles at low speed, are adapted to simultaneously receive all of the vehicles (200) that have left the embarkation platform of the previous station. System according to either of Claims 1 and 2, characterized in that the means (400) capable of accelerating the vehicles (200), including where appropriate means (410) capable of moving the vehicles at low speed, are adapted to simultaneously receive all of the vehicles (200) that have left the embarkation platform of the previous station, with the exception of vehicles that can be placed opposite the associated disembarkation platform. System according to one of claims 1 to 4, characterized in that the means (300) capable of slowing down the vehicles (200), including where appropriate means (320) capable of moving the vehicles at slow speed, are suitable to simultaneously receive all of the vehicles (200) that have left the embarkation platform of the previous terminus station. System according to one of claims 1 to 5, characterized in that the means (400) capable of accelerating the vehicles (200), including where appropriate means (410) capable of moving the vehicles at slow speed, are adapted to simultaneously receive all of the vehicles (200) that have left the embarkation platform of the previous terminus station. System according to one of claims 1 to 5, characterized in that the means (400) capable of accelerating the vehicles (200), including where appropriate means (410) capable of moving the vehicles at high speed slow, are adapted to simultaneously receive all of the vehicles (200) having left the embarkation quay of the previous terminus station, with the exception of vehicles that can be placed opposite the associated disembarkation quay. System according to one of claims 1 to 7, characterized in that it comprises clutch / declutching means (660, 740) on the main drive cable (100, 110) designed to define a progressive clutch on the cable. System according to claim 8, characterized in that the progressive clutch means comprise a clamp (660) designed to define in a first phase an increasing clamping force on the cable and then a maximum clamping force sufficient to prevent any movement of the clamp. /cable. System according to claim 8, characterized in that the progressive clutch means comprise an elastic cam (740). System according to one of claims 1 to 10 characterized in that the motorization of the retarder and accelerator means (300 and 400) is adapted to move all of the cabins (200) that they are capable of receiving. Method of controlling a system according to one of claims 1 to 11, characterized in that it comprises the step consisting, in the event of an incident, of regrouping on the means (300, 400) provided for modifying the speed of the vehicles in the station and move them at slow speed, at least all of the vehicles (200) having left the embarkation platform of the previous station, so that these vehicles can reach the station concerned. Method according to claim 12, characterized in that it comprises the step consisting to group together all the vehicles (200) having left the embarkation platform of the previous station, on the means (300) capable of slowing down the vehicles including, where appropriate, means capable of moving the vehicles at slow speed, so that these vehicles can reach the landing quay of the station concerned. Method according to claim 12, characterized in that it comprises the step consisting in grouping together all the vehicles (200) having left the embarkation platform of the previous station, on the means (400) capable of accelerating the vehicles , including where appropriate means (410) capable of moving vehicles at slow speed, so that these vehicles can reach the landing platform of the station concerned. Method according to claim 12, characterized in that it comprises the step consisting in grouping together all the vehicles (200) having left the embarkation platform of the previous station, on the means (400) capable of accelerating the vehicles , including where appropriate means (410) capable of moving vehicles at slow speed, with the exception of vehicles that can be placed opposite the associated landing platform, so that these vehicles can reach the station's landing platform concerned .. Method according to claim 12, characterized in that it comprises the step consisting, in the event of an incident, of grouping together on the means (300, 400) provided for modifying the speed of the vehicles in the station and moving them to slow speed, all of the vehicles (200) having left the embarkation platform of the previous terminus station, so that these vehicles can reach the disembarkation platform of the station concerned. Method according to claim 16, characterized by the fact that it comprises the step consisting in storing on the means (300) capable of slowing down the vehicles (200), including where appropriate means (320) capable of moving the vehicles at slow speed in a terminus station , all of the vehicles (200) having left the embarkation quay of the previous terminus station, so that these vehicles can reach the disembarkation quay of the station concerned. Method according to claim 16, characterized in that it comprises the step consisting in grouping together on the means (400) able to accelerate the vehicles (200), including where appropriate means (410) able to move the vehicles to slow speed in a terminus station, all the vehicles (200) having left the embarkation quay of the previous terminus station, so that these vehicles can reach the disembarkation quay of the station concerned. Method according to claim 16, characterized in that it comprises the step consisting in grouping together on the means (400) able to accelerate the vehicles (200), including where appropriate means (410) able to move the vehicles to slow speed in a terminus station, all of the vehicles (200) having left the embarkation quay of the previous terminus station, with the exception of vehicles that can be placed opposite the associated disembarkation quay, so that these vehicles can reach the landing platform of the station concerned. Method according to one of claims 12 to 19, characterized in that it comprises the step consisting, in order to group the vehicles, in decelerating them by means of the retarder means (300) provided at the station and in driving the accelerator means (400) associated step by step as the vehicles arrive to receive them successively. Method according to claim 20, characterized in that the grouping step is carried out at reduced speed of the drive cable (100, 110). Method according to one of claims 12 to 19, characterized in that it comprises the step, for grouping the vehicles, consisting in reducing the speed of the cable (100, 110) to a slow speed and in driving the decelerating means (300) step by step as the vehicles arrive, to successively store them on the decelerating means (300). Method according to claim 22, characterized in that it further comprises the step consisting in modulating the speed of the cable (100, 110) between an average speed in the approach phase of the vehicles and a slow speed during the transfer vehicles on the decelerating means (300). Method according to one of claims 12 to 23, characterized in that it comprises the step consisting in accelerating the vehicles stored on the retarder means (300), using the associated accelerator means (400) and in controlling the clutch of vehicles thus accelerated on the cable (100, 110) driven at normal speed, to ensure the return to service of the system. Method according to one of claims 12 to 23, characterized in that it comprises the steps consisting in driving the cable (100, 110) at slow speed, in driving the accelerator means (400) step by step to successively transfer the vehicles on the cable at the required spacing, then gradually accelerate the cable to normal speed. A method according to claim 25, characterized in that it further comprises the step of modulating the speed of the cable between a speed slow when transferring vehicles and medium speed when moving away from vehicles. Method according to one of claims 12 to 23, characterized in that it comprises the steps consisting in driving the cable at medium speed and in transferring the vehicles using the accelerator means (400) operating step by step to define the required spacing, the clutching of the cabins on the cable being ensured by progressive clutch means, to ensure the return to service of the installation.

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