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
  • B61B12/02—Suspension of the load; Guiding means, e.g. wheels; Attaching traction cables
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
  • B61B12/02—Suspension of the load; Guiding means, e.g. wheels; Attaching traction cables
  • B61B12/022—Vehicle receiving and dispatching devices
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00

Definitions

• Vehicle cluster cable transport system and method of driving the same are Vehicle cluster cable transport system and method of driving the same
• the invention relates to a vehicle transport installation between at least two stations with a main cable running continuously,
• each station comprising
• a detachable chairlift installation first comprising a main cable traveling at a constant speed, between two stations, according to an endless loop.
• the vehicles initially secured to the cable are uncoupled and slowed down, so as to circulate at reduced speed, or even zero, along respective landing and boarding locations.
• This document provides for grouping the vehicles in pairs, the distance between the vehicles of the same pair being well below the distance between the adjacent vehicles of two successive pairs.
• This first solution ensures high speeds while preserving the safety of passengers. Indeed, thanks to the important interval between two pairs of successive vehicles, the passengers are able to move easily, without major risk of collision with moving mechanical elements.
• this installation has certain limits, particularly related to its complex structure, involving a duplication of the trajectory of uncoupled vehicles. This therefore implies high realization costs, as well as large constructed volumes.
• EP1752352 describes a variable speed system pulsed in line.
• the object of the invention is to provide an installation which, while having a simple structure, guarantees a high overall throughput, as well as a high level of security.
• the invention also aims to propose such an installation, the piloting of which is particularly convenient.
• the installation according to the invention is remarkable in that the different groups of vehicles are formed directly along the main cable, two successive vehicles belonging to the same group being separated by a first predetermined distance, whereas two successive vehicles belonging to two different groups are separated by a second predetermined distance, which is greater than the first distance, and in that this installation further comprises control means adapted to disable the drive means of the intermediate section during a loading / unloading phase, so as to immobilize a first group of vehicles in a given station, then to activate the means of in order to evacuate said first group and to allow the next group of vehicles to replace the first group.
• the invention is also advantageous in that it makes it possible to implement the loading and unloading operations at zero speed. This provides substantial comfort to users, while ensuring their security, and easily achieves the expected theoretical rate.
• the facility is accessible to people with reduced mobility, as well as transporting cyclists with their bike without disrupting the operation of the facility, which did not allow the majority of previous solutions. Thanks to these stop phases, it is also possible to clearly delimit the areas dedicated to the aforementioned operations, for example by making them in the form of substantially closed spaces, which may be for example equipped with landing doors.
• the installation according to the invention can be controlled in a simple manner, since the main cable is controlled in the usual way, as are the deceleration and acceleration sections.
• the start and stop sequences of the intermediate section can be programmed a priori, based on invariant starting data. In this way, the specific control of this section does not require significant monitoring by operators.
• the invention makes it possible to group a plurality of vehicles in a station, so that they can then be likened to a single vehicle of large capacity.
• these vehicles are clearly dissociated during their journey on the cable, which makes it possible to overcome the mechanical constraints related to vehicles of great bulk and high weight.
• the installation of the invention may include the following features, taken in isolation or in any technically possible combination:
• the value of the first distance is between 20 and 50 meters, preferably between 35 and 40 meters.
• the ratio between the second distance and the first distance is between 2 and 10, preferably between 3 and 6.
• each station comprises a generally closed enclosure, as well as vehicle access doors, provided in said predetermined number.
• the invention furthermore relates to a method for controlling the installation above, comprising alternating between:
• a loading / unloading phase constituting a stopping phase, in which a first group of vehicles is immobilized in a given station, a phase of moving the vehicles along the intermediate section so as to replace, in the or each station, the first group by the next group.
• the method of the invention may comprise the following characteristics, taken in isolation or in any technically possible combination: the vehicles are circulated on the cable at a constant speed of circulation so as to give a first predetermined time offset between two successive vehicles belonging to the same group, and a second predetermined time offset between two successive vehicles belonging to two different groups,
• the vehicles are moved in the intermediate section at a speed lower than the speed of movement on the cable, so as to bring mutually two successive vehicles belonging to the same group, along the intermediate section.
• the speed of movement in the intermediate section is between 0.4 and 1.0 m / s, in particular between 0.6 and 0.7 m / s.
• the vehicles of a first group are started in the intermediate section, when two successive vehicles belonging to this first group and to the next group are spaced a distance corresponding to the time difference existing between two successive vehicles of the same group .
• the stopping phase is carried out during a stopping time substantially equal to the difference between, on the one hand, the time difference existing between two successive vehicles of two different groups and, on the other hand, the time difference existing between two successive vehicles of the same group.
• FIG. 1 schematically represents an example of an installation according to the invention
• FIG. 2 illustrates more precisely a station belonging to the installation of FIG. 1,
• FIGS. 3 to 7 illustrate different steps in controlling the installation of FIG.
• the invention will be described in application to a transport facility of disengageable cabins. To better understand the invention later, the conventional operation of the detachable gondola installations with a continuous path along the path is explained below. Nevertheless, it is certain that the invention will find application in all cable transport facilities supporting vehicles, that is to say in all types of installations with disengageable vehicles.
• the vehicles 10 first move on a first path 12, then return in the opposite direction on another parallel path 14.
• the vehicles 10 are moved along these paths by means of one or more carrier cable (s) ( (s) tractor (s) in the case of a gondola, or any other means of traction depending on the type of vehicle.
• carrier cable s
• tractor tractor
• the vehicles 10 move at a constant speed, the value of which is high.
• the vehicles are not evenly distributed along the cable, as will be detailed in the following.
• the vehicles 10 arrive according to the arrow F1 and are disengaged from the cables at a disengagement zone, then are decelerated over a certain length on a slowdown section 21 or 121. They then walk along an intermediate section 22 or 122 with a contour ensuring their turn around, to ensure the embarkation and disembarkation operations.
• the vehicles 10 are finally re-accelerated in an acceleration section 23 or 123 and re-coupled to the cable in a clutch zone at the exit of the station 20 or 120, to exit along the arrow F2.
• the retarding section 21 or 121, the intermediate section 22 or 122 and the acceleration section 23 or 123 form a transfer circuit between the two cable channels of the installation, along which the vehicles 10 travel in the state uncoupled.
• the transfer circuit connects disengagement means arranged in the disengagement zone to uncouple the vehicles and the cable, and clutch means provided in the clutch zone for coupling the vehicles and the cable. These clutch and disengagement means, known per se, are not shown.
• each slowing section and each acceleration section comprise respective conventional type motor means, also not shown, which are formed in particular by a plurality of wheels.
• each intermediate section is equipped with drive means 24 or 124, any suitable nature, which are associated with respective control means 25 or 125. As will be seen later these different motor means, which are independent of each other, allow to give vehicles different speed profiles along the installation.
• FIG. 2 illustrates more precisely the structure of the station 20, it being understood that the other station 120 is analogous.
• This station 20 delimits two separate stations 30 and 40, respectively dedicated to disembarkation and embarkation. As a variant, these two stations can be grouped into one dedicated to both landing and embarkation, especially if there is a majority of passengers flowing from one of the stations to the station. other.
• each station may comprise either a single station or at least three stations, each of which is assigned to disembarkation or embarkation.
• Each station 30 or 40 comprises an enclosure 32 or 42 generally closed, which comprises a not shown access, forming an entrance or an exit depending on whether the station is dedicated to embarkation or disembarkation. Moreover, this enclosure comprises landing doors 34 or 44, forming outlets or entrances depending on whether the station is dedicated to embarkation or disembarkation. These doors are provided in a predetermined number, which is the same for each station. In the illustrated example, there are two doors 34 and two doors 44, it being understood that more can be provided, especially three or four.
• each group consists of two vehicles, noted 10-11 and 10-12, 10-21 and 10-22, 10-n1 and 10-n2.
• the main cable is driven at a nominal speed Vc, constant in both time and length, which has a high value, typically close to 6 m / s.
• the velocity profile decreases continuously along the deceleration section 21 or 121, while being invariant as a function of time.
• the velocity profile increases continuously along the acceleration section 23 or 123, while being invariant as a function of time.
• the motor means are adapted to give the intermediate section 22 or 122, either a zero speed, or a speed Vint which is constant both as a function of time and length. In order to avoid a discontinuity between the speeds, it will advantageously be chosen to confer on Vint the same value as the speed that the vehicles present downstream of each retarding section present.
• the distance d between two successive vehicles of the same group is identical for all groups. Furthermore, successive vehicles of two different groups are separated by the same distance D, also invariant along the cable, this distance D being much greater than d. These distances are taken between the axes of the respective vehicles. It will be noted that, both on the cable and in the deceleration and acceleration sections, there is an equivalence between time and distance, separating two given vehicles. Thus, the distance d between two successive vehicles of the same group corresponds to a constant time offset, denoted t, at any point of the cable as well as deceleration and acceleration sections.
• the values of the various parameters of the installation are chosen from a given flow rate of passengers, which this installation must be able to support. We then determine the number of vehicles needed, as well as the number of people they can accommodate, which then corresponds to their size. In general, smaller vehicles are preferred, typically accommodating between eight and ten people.
• Vint The speed noted Vint is then determined, at which the cabins circulate in the intermediate section 22, which is well below the speed Vc of travel on the cable.
• this speed Vint represents a compromise, in that it must be low enough to bring the adjacent vehicles as close as possible along the intermediate section, but high enough to avoid any mutual collision between these vehicles.
• Vint must be much greater than D1 -2 / t, where t is the time offset defined above, and D1 -2 is the distance between the middle of the gates 34 or 44 of the same station. It should indeed take into account the approximation of the inner edges of the cabins, the fact that the intermediate section is curved.
• Vint is between 0.4 and 1.0 m / s, in particular between 0.6 and 0.7 m / s, in particular equal to 0.65 m / s.
• Vint is between 0.4 and 1.0 m / s, in particular between 0.6 and 0.7 m / s, in particular equal to 0.65 m / s.
• the two characteristic distances d and D are determined, from which the respective values of the offsets t and T are derived, as explained above.
• this choice also affects the Tstop time, corresponding to the stopping of vehicles in the stations. It is a compromise to be found between a long downtime, favorable to user comfort, and low distances D and D, ensuring a high flow of passengers transported.
• the distance d is between 20 and 50 meters, especially between 35 and 40 meters, which allows a grouping of vehicles while avoiding their mutual contact.
• the value of D is then determined according to the requested passenger flow rate, the D / d ratio being typically between 2 and 10, in particular between 3 and 6. It is assumed that the various operating parameters of the installation, as presented herein. above, have been predefined. We will now describe the different phases of implementation of the piloting of this installation.
• the stopping phase is prolonged until the vehicle 10-31 approaches that 10-22 by a distance d0, which is shown in FIG. 4.
• This distance d0 corresponds to a time shift equal to t between vehicles 10-22 and 10-31.
• the vehicle 10-31 will travel this distance dO, along the deceleration section, in a time equal to the value t above.
• the duration Tstop of this stopping phase corresponds substantially to Tt, namely the difference between the spacing time between two groups of vehicles, and the time spacing between two vehicles of the same group.
• the intermediate section will then be set in motion in order to allow the vehicle 10-31 to be placed in this intermediate section in the immediate vicinity of that 10-22, without, however, coming into contact therewith.
• the motor means are then actuated, so that the vehicles 10-11, 10-12, 10-21 and 10-22 move downstream at the speed Vint, as shown by the arrow F in FIG. middle of this phase of displacement, as shown in this figure 5, the various vehicles are in the location, occupied in Figures 3 and 4 by the vehicles immediately preceding them.
• This phase is continued until, as shown in Figure 6, each vehicle group is in the location, occupied in Figures 3 and 4 by the previous group.
• this intermediate phase corresponds to the beginning of the next stop phase.
• the passengers can then land vehicles 10-31 and 10-32, according to the flow f3, while other passengers board vehicles 10-21 and 10-22, depending on the flow f2.
• the vehicle 10-41 of the next group is spaced, with respect to the adjacent vehicle 10-32, from the time shift T.
• this stopping phase ends. when these two vehicles 10-32 and 10-41 are separated from the distance d0, corresponding to the time shift t, which is shown in FIG. 7.
• a next intermediate phase is then carried out, like that implemented with reference to FIG. FIG. 5.
• the installation according to the invention comprises timing means, not shown in the figures.
• these means make it possible to compensate for possible differences between the theoretical progression of the different vehicles, and their actual progression.
• the installation can be configured to allow the circulation of the vehicles on the cable C at a constant speed of circulation Vc so as to give a first time offset t predetermined between two successive vehicles belonging to the same group, and a second predetermined time offset T between two successive vehicles belonging to two different groups.
• This can be implemented by any type of suitable means, for example the cable travels at a constant speed and the distances d and D are adapted as previously mentioned while the vehicles are attached to the cable.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

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Publications (2)

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Family Applications (1)

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• 2011
  • 2011-01-31 FR FR1100284A patent/FR2970929B1/fr active Active
• 2012
  • 2012-01-31 WO PCT/FR2012/000043 patent/WO2012104508A1/fr not_active Ceased
  • 2012-01-31 EP EP12708563.7A patent/EP2670645B1/fr active Active
  • 2012-01-31 KR KR1020137022993A patent/KR101884043B1/ko active Active
  • 2012-01-31 ES ES12708563T patent/ES2798277T3/es active Active
  • 2012-01-31 CN CN201280014864.8A patent/CN103442962B/zh active Active

Non-Patent Citations (1)

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