Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
  • B61B12/12—Cable grippers; Haulage clips

Definitions

• the present invention relates to systems for the transport of passengers or materials by passive vehicles towed by cable having the following characteristics:
• - vehicles can engage or disengage a cable moving at a constant speed, for example to slow down or stop at a station.
• the vehicles are guided by rails on the ground and driven by a cable traveling at constant speed.
• the driver wants to stop at a station, he opens the clamp which links the vehicle to the cable and brakes the wheels of the vehicle.
• he wants to leave he tightens the cable with the pliers and the vehicle gradually starts to speed the cable.
• the progressiveness of the clutch is obtained either by friction of the jaws of the clamp on the cable, or by braking of pulleys which replace these jaws and roll without sliding on the cable.
• the present invention relates to an automatic system of transport by vehicles towed by cable, of simple and economical structure, offering the possibility of a high frequency of vehicles (for example every 10 "approximately) and without any risk. shock at the time of the clutching of a vehicle on a cable.
• Figure 1 is a cross-sectional view of a vehicle on its guide track;
• Figure 2 is a corresponding elevational view on the left side of Figure 1;
• Figure 3 is a schematic view of the sectional path along the plane III-III * of Figure 1, showing a ' clutch zone and a declutching zone of vehicles;
• Figure 4 is a perspective view of a clamp called "braked pulleys" and an actuating means;
• Figure 5 is a section of this clip along the arrow V of Figure 4;
• Figure 6 is a detail view in section along the plane VI-VI of Figure 5;
• Figure 7. is a detail view in section along the plane VII-VII of Figure 6;
• Figure 8 is a bottom view showing a clamp called "braked tracks” engaged on a tractor cable;
• Figure 9 is a section of Figure 8 along the plane IX-IX;
• Figure 10 is an enlarged view of a detail of Figure 8;
• Figure 11 is a section of Figure 10 along the plane XI-
• the vehicle comprises an upper chassis 1, intended to accommodate passengers, the opening of which is delimited by two uprights 2 and a floor 3.
• This upper chassis 1 is suspended to a lower chassis 4 by cables such as 5, 6 fixed on suspension posts 9.
• the lower chassis 4 carries the levers, guidance and drive of the vehicle, that is to say four vertical wheels 10 and four horizontal wheels 11 which bear on rails 12, a clamp 13 engaged on a cable 14, a wheel called “braked wheel” 15.
• FIG. 3 very schematically shows the driving of the vehicles by the cable between the stations and in the clutch (when the vehicle mates with the cable) and disengaging (when the vehicle cuts out of the cable) zones .
• the direction of movement of the vehicles is indicated by the arrow 16.
• the operation is as follows: the vehicle coming from the left is driven out of the station by the strip 22 acting on the braked wheel 15.
• the clamp 13 comes opposite the clutch cam 20, fixed in the track, this causes the clamp 13 to open.
• the clutch is similar.
• the braked wheel 15 comes into contact with the drive belt 23.
• the clamp 13 reaches the clutch release cam 21 which opens it.
• the vehicle guided by the rails 12 continues to move horizontally while the cable guided by the rollers 19, gradually lowers.
• the clamp 13 reaches the end of the cam 21, it closes free of cable, and the vehicle continues, driven by the band 23.
• the automatic operation of the system requires means of approximation between the cable and the clamp of the engaging vehicle is provided.
• the organization of the guides of the vehicle and of the cable described above responds to this need.
• Other known approximation means can also be used, for example:
• the structure of the clamp has two cheeks or flanges 24,25 forming guides connected by two crosspieces 26, 27.
• the guides 24, 25 are fixed under the chassis of a vehicle (not shown) and support an axis 28 on which two jaws 29, 30 are articulated.
• the jaw 29 comprises two support arms 31, 32, two braked pulleys 33, 34, a stop 35, an arm of opening 36 and an opening roller 37.
• the jaw 30 comprises a braked pulley 38, a stop 39, an opening arm 40 and an opening roller 41.
• a cable 42 is coupled to a spreader 43 for distributing the clamping force on the jaws 29 and 30.
• a cable 44 is fixed to the jaw 29 by an axis 45.
• a cable 46 after returning to a pulley 47 is fixed to the jaw 30 by an axis 48.
• the clutch cam 21 is shown in Figure 4.
• Figures 6 and 7 show in more detail the realization of a braked pulley 33; the latter comprises an axis 49 made integral with a sleeve 50 by a key 51, two friction linings 52, 53, a leaf spring 54, an outer ring 55, a flange 56 held by a nut 57.
• the others pulleys 34, 38 are similar.
• the clamp according to the invention keeps the vehicle immobile with respect to the cable like the conventional clamps.
• the clamping force proportional to the total mass of the vehicle thanks to a weighing system described with reference to FIGS. 12 and 13, is exerted permanently on the jaws 29 and 30 articulated on the axis 28.
• the braked pulleys 33, 34 and 38 are fixed by their axis 49 on the jaws.
• the moving part of these is the outer ring 55 held by the action of the spring blade 54 and the cable 14, if the clamp clamps this cable, against the linings 52 and 53.
• the ring 55 has a slight clearance between the sleeve 50 and the flange 56.
• the torque necessary to drive the rotation of these braked pou ⁇ lies, therefore the movement of the vehicle relative to the cable, is proportional to the clamping force therefore to the total mass of the vehicle.
• the towing cable can therefore never cause a vehicle to accelerate above a predetermined value, therefore the slightest shock.
• the adhesion of cable 14 - crown 55 will be provided significantly greater than the adhesion of crown 55 - linings 52, 53 by suitable constructive provisions (choice of coefficients cable - pulley and crown friction - lining; choice of the shape of the pulley groove; choice of cable - pulley axis and lining - pulley axis distances).
• the cable 14 occupies a precise position in the clamp, because it is trapped, with a slight clearance, by a substantially square "window" whose support arms 31, 32 form the bottom side and the guides 24, 25 of the three other sides.
• the lateral movement of the cable in this window is allowed by rotation of the jaws 29 and 30; vertical movement is made possible on its side by axial movement of the braked pulleys 33, 34, 38.
• the clamp draws the cable apart from its guide pulleys when the vehicle passes.
• the cable then rests on the guides 24, 25 or on the support arms 31, 32 in the curves in "speed bump".
• the force exerted by the braked pulleys 33, 34, 38 on the cable therefore does not vary in the curves.
• the operation of the jaws 29, 30 is similar.
• the guides 24, 25 guarantee the extraction of the cable from the braked pulleys 33, 34, 38 during the opening of the jaws 29, 30.
• the jaws can be kept open until the next towing cable or, on the contrary, closed, the stops 35, 39 coming into contact with the cross-member 27.
• the clamp according to the invention has just been described under means ensuring the progressiveness of the clutch on the cable. It is also possible to envisage, with pliers of this type, variations in speed, the vehicle being able to engage on a cable at a faster speed to accelerate or slower to decelerate.
• the clamp described with reference to Figures 4, 5 has three braked pulleys. This number is of course not compulsory and can vary from one to a number which is only limited by the length of the vehicle.
• the multiplication of braked pools, arranged on the jaws symmetrically with respect to the cable or alternately * alternately as in Figures 4, 5, allows if necessary to limit the force transmitted by each braked pulley and the angle of winding cable on each.
• Another embodiment of the clamp according to the invention, called “braked tracks” is shown in FIGS. 8 to 11. These tracks replace the braked pulleys 33, 34, 38 of FIGS. 4 to 7.
• FIGS. 8 and 9 the cable 14 can be seen in contact with two tracks 58, 59.
• These two tracks 58, 59 being identical, the text below gives the detailed description only of the track 58. That -this is meshed on two pinions 60 and 61.
• the pinion 60 is mounted on a shaft 62 with bearings 63, 64.
• the pinion 61 is mounted on a shaft 65 with bearings 66 and 67.
• a pin 68 is mounted on jaw 29 (not shown) like pin 49 of the braked pulley
• This axis 68 is mounted on a chassis 69 by means of an elastic joint 70, consisting of two concentric metallic tubes connected by an elastomer which gives the joint its elasticity .
• the axes 62 and 65 are completely linked to the frame 69, the axis 62 directly, the axis 65 by means of two sliding blocks 71, 72. The position of these blocks is . adjusted by screws 73, 74. A plate or sole 75 guiding the track between the pinions 60, 61 is on one side
• FIGS. 10 and 11 show more precisely than FIGS. 8 and 9 the construction of the track 58 and its position between the cable 14 and the sole 75.
• the track 58 consists of a double chain 78 with rollers 79, the links of which carry stirrups 80 in contact with the cable 14.
• the rollers 79 are in contact with the sole 75.
• FIGS. 8 to 11 is identical to the operation of the pulley clamp! braked according to Figures 4 to 7.
• the clamping force of the jaw carrying the axis 68 is transmitted to the cable as follows: the axis 68 transmits the force to the frame 69, the frame 69 distributes 35. this force on the two axes 62 and 65.
• the axis 65 transmits its force directly to the sole 75 and the axis 62 transmits its own via the pinion 60.
• the sole transmits
• the mounting of the pin 68 in the elastic joint 70 allows a slight orientation of the track 58 relative to the jaw, thus allowing good contact between cable 14 and track 58.
• the adjustment of the clearance of the track 58 is obtained by the screws 73, 74 which can move the axis 65 by means of the sliding blocks 71, 72.
• the adhesion force of the movable part of the clamp on the cable is proportional to the clamping force of the jaws.
• the braking force of the relative movement of the movable part of the clamp relative to its fixed part is also proportional to the clamping force of the jaws.
• the total mass of the vehicle may vary considerably (for example from one to four between the empty vehicle and at full load), it is preferable that the braking force, and therefore that of clamping the jaws, are proportional to the total mass of the vehicle by weighing.
• the upper chassis 1 is suspended by the posts 9 from the lower chassis 4 ( Figures 1,2) by means of four cables 5 to 8. These cables pass respectively over pulleys 81 to 84 before to harness each one on the same weighing reel 85. On this reel are also coupled a cable 86 stretched by a so-called calibration spring 87, as well as a cable 88 attached to a lifting beam 89 which receives the cable on one side 42 for controlling the clamp (FIG. 4) and the other for a cable 90 for controlling the braked wheel 15.
• a return pulley 98 is provided for the cable 42 while the cable 90 acts on a lever 91 articulated on the lower chassis 4 on an axle 92 and carrying a brake pad 93 opposite a brake drum 94 formed on the wheel 15.
• the braked wheel 15 is mounted on an axle 95 carried by an arm 96 articulated on the axle 92
• the arm 96 is supported on a stop 97 fixed on the lower chassis 4 when the a braked wheel 15 is not supported on a conveyor belt 22, 23.
• the advantage of this mounting of the braked wheel articulated on the chassis 4, according to a characteristic of the invention, comes from the fact that the braked wheel is applied to the strips 22, 23, with a force which is substantially proportional to the total mass of the vehicle, such as the braking force of this same wheel.
• the assembly described above therefore allows a control between these two forces, which guarantees the rolling without sliding of the braked wheel 15 on the bands 22, 23 whatever the load, its position and the suspension of the vehicle chassis.
• the coil 85 is mounted on the lower chassis 4 with bearings (not shown). It can therefore rotate on its axis and remains stationary under the action of cable 88 which balances the actions of cables 5 to 8, 86 which are added.
• Each of the four cables 5 to 8 is fixed at one end to the coil 85 and at the other end to one of the suspension posts 9.
• the upper chassis 1 is thus suspended from the lower chassis 4. If the winding radius of these four cables 5 to 8 on the reel 85 is the same, the total torque they exert on the reel is proportional to the mass of the upper chassis whatever its load and the position of this load. To weigh the complete vehicle, the lower chassis, of constant mass, must also be weighed.
• the tension spring 87 exerts for this purpose a torque on the coil 85 which is added to that of the cables 5 to 8, hence its name of calibration spring.
• the coil 85 performs, in the example described, the sum - of five forces. This number can of course be different, in particular if the support polygon of the upper chassis 1 has more or less sides.
• This suspension can be carried out between the two chassis in three directions: vertical, transverse, longitudinal. Trans ⁇ versally and longitudinally, the suspension will mainly be achieved by complementary connections between the two chassis not shown in the figures.
• the weighing mechanism described with reference to Figures 12 and 13 makes it possible to apply a force proportional to the total mass of the vehicle to more than two braked members, clamps or wheels. It suffices to provide new spreaders.
• the mounting of two braked wheels on a vehicle can, for example, facilitate its drive in the station, this arrangement allowing the vehicle to have at least one braked wheel 15 permanently in contact with a drive belt 22, 23 If the vehicle has several clamps, these can be provided to clamp the same cable as in FIGS. 14 and 15. They can also be provided to clamp different cables offset in the track, thus allowing the vehicle to pass through. 'one towing cable to another towing cable.
• FIGS. 14, 15 one can see the chassis 4 on which are fixed two clamps 100 and 101 identical to that shown in FIG. 13.
• the cable 42 by means of a lifting beam 102, acts on the cables 103, 104, 105 wound respectively on three pulleys 106, 107, 108.
• a roller 109 is mounted on an arm 110 articulated on an axis 111 mounted on a plate 112.
• Two springs 113 and 114 shown sché ati ⁇ uement act respectively suj the arm 110 and the cable 105.
• the cable 42 exerts a tension on the cables 103 and 105, therefore a clamping force on the clamps 100 and 101.
• the roller 109 is adapted to cooperate with a track such as 115, formed in the track; during its passage opposite this track, said roller 109 is raised with the effect of temporarily removing the clamping force of the clamp 100.
• the force transmitted by the palon ⁇ den 102 is no longer exerted on the cable 105, but on the cable 104.
• the spring 114 maintains a slight tension in the cable 105.
• the spring 113 maintains a slight tension in the cable 104 when the roller 109 is not in contact with the track .
• An offset command of the two clamps can be particularly useful.
• the vehicle-cable adhesion will advantageously be higher when the vehicle is at cable speed than at clutch moment when small differences in speed must be made up without annoying acceleration for the passengers.
• the clutch is engaged one of the pins comes to tighten the cable.
• the other clamp clamps the cable in turn only when the vehicle has traveled a certain distance which guarantees that the cable and the vehicle are at the same speed.
• each of the clamps is designed to be able to drive the vehicle alone on the entire route, the total failure of one will have no consequence, which guarantees excellent operational safety.
• the clamp which comes to clamp the cable in second when the vehicle and the cable are at the same speed may be of a conventional type with instantaneous clutch rather than of the type with progressive clutch according to the present description.
• an offset control by an offset arrangement, for example on either side of the track of the clutch and disengage cams 20, 21, distinc ⁇ your for the two clamps.
• the vehicle is connected to a cable by a single clamp, it is possible with a mechanism adapted to vary the clamping force, such a mechanism being illustrated diagrammatically in FIG. 16.
• This mechanism essentially comprises two pulleys 118 and 119 on which two cables 116 and 11 are wound.
• the cable 116 is divided at its right end into two cables 120 and 121 which are fixed like cable 117 on the spreader 122.
• the cable 116 controls the clamping of a clamp 126.
• the cable 117 is connected at one end to the spreader 122 and to the other at an arm 123 terminated by a roller 124 intended to be actuated by a track 125.
• a roller 124 intended to be actuated by a track 125.
• the tension in the cable 42 is distributed between the cables 120 and 121, but is found integrally in the cable 116.
• the clamping force is then maximum.
• the cable 117 discharges the cable 121 and the cable 116 receives only the tension of the cable 120. The clamping force is then reduced.
• the clamp object of the present invention, is susceptible of very varied applications in the field of transport:

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Regulating Braking Force (AREA)
• Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Handcart (AREA)
• Transmission Of Braking Force In Braking Systems (AREA)
• Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (2)

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Family Applications (1)

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• 1980
  • 1980-02-11 FR FR8002908A patent/FR2475485A1/fr not_active Withdrawn
• 1981
  • 1981-02-09 BR BR8108693A patent/BR8108693A/pt unknown
  • 1981-02-09 JP JP56500557A patent/JPS646980B2/ja not_active Expired
  • 1981-02-09 WO PCT/FR1981/000015 patent/WO1981002275A1/fr not_active Ceased
  • 1981-02-09 EP EP81900331A patent/EP0051594B1/de not_active Expired
  • 1981-02-09 AT AT81900331T patent/ATE11120T1/de not_active IP Right Cessation
  • 1981-02-09 US US06/583,277 patent/US4512259A/en not_active Expired - Fee Related

Non-Patent Citations (1)

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