EP0461954A1 - Rotating device for a disengageable ropeway - Google Patents

Abstract

A rhythm setting section (17) is controlled by an automaton (23), which controls the time of travel of the car as a function of the delay or the advance and correctly repositions the car with respect to a periodic signal synchronised with the cable. The automaton furthermore detects successive identical separations and in this case generates a phase shifting of the periodic signal in order to put it back into phase with the passage of the cars. <IMAGE>

Description

The invention relates to an overhead traveling cable transport installation, to which are disengaged clamps for loads, in particular cabins or seats, staggered along the line, the cabins being uncoupled from the cable at the entrance. a station to travel on a transfer rail before being re-coupled to the cable at the station exit, the spacing of the cabins along the line being determined by the frequency of departures, in which the circulation circuit is installed cabins in the station between the uncoupling zone and the cable coupling zone comprises a clocking section of continuous circulation equipped with a clocking means capable of varying the travel time of said clocking section by the cabins, for correctly repositioning a cabin offset from a periodic signal synchronized with cable travel.

French Patent No. 2539369 describes a timing device of the kind mentioned which maintains regular spacing from the cabins to the seats, hereinafter called cabins, throughout the day. This device works perfectly to compensate for an accidental shift of a cabin, due inter alia to a drive incident or to local braking, but it poses certain problems during variations affecting the entire installation, for example when the cylinders or the tension counterweights of these installations lengthen or shorten the useful length of the cable and therefore the travel time of the cabins, which must all be repositioned correctly. The adjustment margin is fixed according to these general variations and of course the risks of individual shift, and it quickly becomes significant and incompatible with high flow rates implying minimum spacings of the cabins.

The present invention aims to improve the aforementioned timer in order to reduce its interventions and allow the realization of high-speed installation without risk of collision between vehicles when they stop.

The installation according to the invention is characterized in that it comprises a device for detecting an identical offset of several successive cabins and that said detection device triggers, during several successive identical offsets, a corresponding adjustment and a reshaping of said signal with cabin traffic.

The timer checks if the arrival of a cabin, for example at the entrance to the timer section, coincides with the periodic signal and in case of deviation determines whether this deviation is general or individual, by comparing it to the deviations of previous booths , especially the three or four previous cabins. If the differences are all the same, they are attributed to a phase difference between the periodic signal and the passage of the cabins, and the timer reposition the periodic signal by a corresponding value to again match the signal and the arrival of the cabins. This avoids a systematic intervention of the timer for all the following cabins, the interventions being limited to an individual shift. The timing range of the timer is thus quickly restored and it becomes independent of general fluctuations. It is clear that the spacing of the cabs remains correct, only the two cabs which had entered the timing section, respectively before and after the resetting of the periodic signal, being closer together or more apart depending on whether the phase shift was in advance at late. This difference is automatically corrected during the next pass. If the gap is too small and risks causing an accident, this incident is reported or preferably causes the installation to stop.

The general adjustment avoids an intervention of the timer at each passage of the cabin, which constitutes an appreciable advantage. The device can however, according to the invention, be improved in order to reduce the interventions of the timer. The frequency of the periodic signal, synchronized with the travel of the cable, determines the spacing of the cabins and this frequency is chosen as a function of the length of the path of the cabins, in order to regularly space the cabins throughout the course. In other words, the signal period must be a fraction of the time cabin route. When, for example, the line lengthens, for whatever reason, all the cabins are shifted and the rhythm imposed by the frequency of the signal no longer corresponds to the spacing of the cabins for a correct distribution along the line.

In the particular case of a chairlift with detachable seats remaining online at night, the frequency of the periodic signal requires, in the evening when the installation is stopped, a regular distribution of the seats. During the night the cable, exposed to a drop in temperature, shrinks and the spacing of the seats decreases. When the installation starts, the signal frequency is that of the previous day, but it no longer corresponds to the spacing of the seats. The first seat will arrive slightly offset in advance, the second with a double offset and so on, the advances gradually accumulating. According to the invention, the automaton detects this drift and from a predetermined threshold controls an adaptation of the frequency of the signal to the new length of the line.

This inequality between the frequency of the periodic signal and the length of the line can of course result from other factors, in particular from the intervention of the cable tension system and the detection can be carried out in a different way, either directly by a measurement of the variation in the length of the journey, either indirectly by a measurement of the variation in the travel time or of the corresponding offset between the signal and the cabins.

The invention can be applied to different types of timers, the mode of implementation having to be adapted to the type of timer used. In the case of a timer according to the aforementioned French patent, having a timer section equipped with two drive means, one with a latch chain synchronized with the cable and the other with pneumatic wheels, the periodic signal is given by the passage of the cleats and a shift with the passage of the cabins results in a faster or slower catch-up depending on whether the cabins are late or early. By detecting the catch-up point by any operating means, it is easy to detect a phase shift, when two or more successive cabins are all caught up in the same offset location. The re-phasing is then obtained by slightly shifting the lug chain relative to the cable.

In the preferred embodiment according to the invention, the clocking section is equipped with a wheel set with pneumatic drive by friction of the cabs, and this train of wheels can be driven at two different speeds. In normal operation, it operates at a first speed, for example slow, during the first half of the course of a cabin on the section and thereafter at high speed. In the case of a cabin delay, the transition to high speed occurs before half the route so as to catch up with the delay and vice versa. The clocking means, in this case the speed changer, is advantageously controlled by an automaton, which can be that of the installation or by any other electronic processor. The automaton receives on the one hand a periodic signal synchronized with the cable, for example emitted by one or more marks carried by the cable return wheel, and on the other hand a signal for passage of the cabins, for example input a cabin on the timing section. When the cabs are positioned correctly the two signals coincide and the automaton does not trigger a repositioning. The change in drive speed occurs halfway through the course of the timing section. Any discrepancy between the two signals is detected by the comparator of the automaton, which generates the speed change sooner or later, respectively to catch up with the delay or compensate for an advance and correctly reposition the cabin. The difference between the two signals is memorized and the number of successive identical deviations is counted by the PLC. If this number exceeds a predetermined value, for example 3 or 4, the automaton sends a phase shift order of the periodic signal, in particular a time delay or a time advance, to compensate for the difference observed. The frequency of the periodic signal determines the cadence of the cabins and this signal can be provided by the PLC clock if the cable speed is well established. The passage signals from the cabs translate the distance between the cabs and the automaton measures the gap between two successive signals and generates an alarm signal or stop of the installation when this difference is less than a displayed threshold, which corresponds to a risk of collision between the cabins, possibly after the correction that can be made by the timer. Any dangerous situation is thus avoided while maintaining a minimum distance between the cabins and thus a maximum flow of the installation.

The timing section may include a drive means derived from the cable or an individual motor and a gearbox, with two or more speeds, controlled by the automaton to reposition the cabins. The drive can also be at constant speed, but adjustable by the automaton to vary the travel time of the timing section as a function of the delay or the advance observed. The installation may include pneumatic wheels staggered over the entire length of the station transfer rail and the timing section is made up of some of these wheels having a particular drive means and preferably arranged on the contour of the rail.

• igure 1 est une vue en plan d'une station équipée d'un moyen cadenceur selon l'invention;
• la figure 2 illustre les signaux reçus et émis par l'automate pour un repositionnement individuel d'une cabine;
• la figure 3 est une vue identique à celle de la fig. 2 lors d'un recalage général.

Other advantages and characteristics of the invention will emerge more clearly from the description which follows of an embodiment of the invention, given by way of nonlimiting example and shown in the appended drawings, in which:

• igure 1 is a plan view of a station equipped with a timing means according to the invention;
• FIG. 2 illustrates the signals received and transmitted by the automaton for an individual repositioning of a cabin;
• FIG. 3 is a view identical to that of FIG. 2 during a general registration.

Figure 1 corresponds to that of French patent application No. 9005309, filed by the applicant on 24.04.90 and entitled "Voltage end station of a teleporter. The reader can refer to this request for a detailed description the structure and operation of such a detachable chairlift or gondola, which are moreover well known to specialists. The invention is described as being applied to a teletabine, but it is applicable to any other overhead cable installation with detachable vehicles, in particular to a detachable chairlift

In the figures, an overhead cable 10 of a gondola extends between two end stations, passing through the stations on end pulleys 11, one of which drives the cable continuously. The gondola shown is of the single cable type, having cabins (not shown) coupled to the cable in line. At the entrance 12 to the station, the cabins are uncoupled from the cable 10 and run on a transfer rail 13 at reduced speed allowing passengers to disembark and embark. At the exit 14 of the station, the cabin is re-coupled to the cable 10 after being accelerated by a launching device. Only one of the stations is shown in fig. 1, the other possibly being identical. The deceleration of the cabin, uncoupled from the cable 10 at the entrance 12 to the station, is carried out by a train of rollers or pneumatic wheels 15 frictionally engaging the cabin support carriage. Such wheels 15 are arranged along the transfer rail 13 to propel the cabin at low speed on the rail 13 along the landing and boarding platforms. At the exit 14 from the station, the wheels 15 accelerate the cabin at the speed of the cable 10.

The wheels 15 are driven by systems of pulleys and transmission belts by one or more motors, the motive force can also be derived from the cable or be taken from the return pulley 11. In the example shown, the rail 13 in the form half-loop bypasses the return pulley 11 from the rear and the pulley assembly 11, rail 13 is carried by a carriage 16 for tensioning the cable 10.

A timing section 17, equipped with four pneumatic wheels 18, is arranged in the contour area of the transfer rail 13. A motor 19 / or any other means drives these four wheels 18 in rotation at the same speed, adjustable, by the 'through a set of pulleys 21 and belts 22 and a gearbox 20, for example two-speed, which is controlled by an electronic processor, in particular a PLC 23, which can perform other functions, in particular control and monitoring of the entire installation.

The automaton 23 receives a pass signal, supplied by a detector 24, arranged at the entrance to the timing section and supplying a pulse 25 at each pass of a cabin. It also receives a periodic clock signal, emitted by a detector 26 cooperating with the return pulley 11 and emitting pulses 27 synchronized with the movement of the cable 10. One of the outputs of the controller 23 is connected to the box 20 and controls the speed change of the wheels 18 of the timing section 17. The other output of the machine 23 is connected to an alarm 28 or preferably to a device for stopping the installation.

The clock according to the invention operates in the following manner:

NORMAL RUNNING.

The cabin entering the station is uncoupled from the cable 10 and it rolls on the transfer rail 13 being propelled by the pneumatic wheels 15. The first wheels 15 decelerate the cabin, while the following move it on the platform before reach detector 24, located at the entrance to the timer section. If the cabin is correctly positioned, the automaton 23 simultaneously receives the passage pulse 25 and the clock pulse, the latter corresponding to that emitted by the detector 26 or being derived from that emitted by the detector 26 to correspond to the chosen spacing of cabins. The machine 23 controls the gearbox 20 so as to drive the four wheels 18 at low speed V₁ during the journey under the first two wheels 18 and at high speed V₂ during the journey under the last two wheels 18. One of the speeds V₁ or V₂ is advantageously equal to the propulsion speed on the other parts of the rail 13. The automaton 23 sees no deviation and therefore does not issue an order for re-phasing or insufficient spacing. The cabin is propelled by the wheels 15 towards the exit of the station where it is re-accelerated and coupled to the cable 10.

INDIVIDUAL OFFSET (fig. 2)

When a cabin accidentally takes the advance, the passage pulse 25a, emitted by the detector 24, is ahead of the corresponding clock pulse 27a and the automaton 23 detects this deviation dt₁. It controls the change of speed later so as to drive the car at slow speed V _1a for a longer time than the fast speed V _2a and reposition the car correctly at the exit of the timing section 17. The controller 23 does not detect that a difference, likely to be corrected by the timer and it therefore does not stop the installation or phase shift of the periodic signal. If the difference dt₁ was on the other hand too large to be compensated by a low speed drive V _1a on the whole of the timing section 17, the cabin would remain in advance and the automaton checks, for example by comparison with the pulse 25 from the previous cabin, if there is a risk of collision on the curved part of the rail and eventually stops the installation.

In the case of a late cabin the clock signal 27b is ahead of the passage pulse 25b by a time dt₂ and the automaton 23 controls a movement of the cabin at high speed V₂ over most of it of the timing section 17. The cabin can keep a certain uncompensated delay and the risk of collision then exists with the next cabin. The automaton evaluates this risk when this next cabin arrives and stops the installation if necessary.

GENERAL OFFSET (fig. 3)

A cabin is ahead and the passage pulse 25a is offset by dt₁ with respect to the clock pulse 27a. The automaton 23 controls the timing section 17 in the manner described above to reposition the cabin. The next cabin is also ahead of dt₁ and is also repositioned. When the third cabin arrives, the automaton 23 again detects this difference dt₁ and then triggers a phase shift in advance of dt₁ of the periodic signal 27 in order to make the phase-shifted signal, shown in broken lines, coincide with the signal and avoid the intervention of the timer section 17. All the other cabs, also ahead of dt₁, are now in phase with the new clock signal and do not require the intervention of the timer, whose setting margin remains available for individual deviations. The spacing of the 3rd cabin with the previous cabin is smaller, but it remains under the control of the PLC 23, which stops the installation in the event of danger. Next time all the cabins are again correctly positioned and the intervention of the timer only concerned two cabins.

It is clear that the gearbox 20 can have more than two different speeds in order to reduce sudden speed variations, but the program of the controller 23 is then more elaborate. It is also possible to use a variable speed motor 19, controlled by the automaton, which can either select an appropriate speed, kept constant during the travel of the timing section 17, or vary the speed at mid-journey as described above. above.

The drive on the transfer rail 13 and / or on the timing section 17 can be carried out differently, in particular by cleat chains or any other means. The spacing between the cabins is adjustable by simply changing the frequency of the clock signal, which can be displayed and / or entered in the automaton 23. This clock signal can be established by any other appropriate means.

FREQUENCY SHIFT.

The automaton 23 is also arranged to trigger a variation in the frequency of the signal when this frequency no longer corresponds to regular spacing of the cabins along the line. The frequency offset can be detected, when the installation is restarted, by the regular progressive sliding of the difference between the signal and the passage of the cabins, so as to correct this frequency when the sliding exceeds a predetermined threshold. The frequency variation can also be triggered when, in normal operation, the length or duration of the journey is no longer a multiple of the signal frequency.

Claims (10)

Continuous running overhead cable transport installation (10), to which are coupled by disengageable clamps of the loads, in particular cabins or seats, staggered along the line, the cabins being uncoupled from the cable at the inlet (12) d '' a station for traveling on a transfer rail (13) before being re-coupled to the cable at the station exit (14), the spacing of the cabins along the line being determined by the frequency of departures, in which installation the circulation circuit of the cabins in the station between the uncoupling zone and the cable coupling zone comprises a timing section (17) of continuous circulation equipped with a timing means (18, 20, 23) capable of varying the travel time of said clocking section (17) by the cabins, for correctly repositioning a cabin offset with respect to a periodic signal (27) synchronized with the travel of the cable (10), characterized e n that it includes a device for detecting (23, 24, 26) an identical shift (dt₁) of several successive cabins and that said detection device triggers, during several successive identical shifts, a corresponding adjustment and a reset in phase with said signal (27) with cabin traffic. Installation according to claim 1, characterized in that it comprises an automaton (23) for controlling the clocking means (18,20) and varying said travel time, said automaton having a clock signal synchronized (27) with the cable (10 ). Installation according to claim 2, characterized in that said automaton (23) receives a signal (27) representative of the passage of the cable (10) and a signal (25) representative of the passage of the cabins to a predetermined location (24) and that said the automat includes a comparator of said signals (25, 27) to determine any difference in time between the two signals. Installation according to claim 3, characterized in that the automaton (23) receives on the one hand periodic clock pulses (27) whose frequency corresponds to the speed of the cable 10 and on the other hand, a pulse (25) on each passage from a cabin to a predetermined location (24), the frequency of these passage pulses (25) corresponding to the rate of travel of the cabins and that the automaton (23 ) controls both the timing section (17) to make the passage pulses (25) coincide with the clock pulses (27) and the clock pulses (27) to reset these pulses (27) during several successive identical deviations. Installation according to claim 4, characterized in that the automaton (23) comprises a memory for recording the deviations (dt₁, dt₂) of the pulses (25, 27) and a counter of identical successive deviations (dt), which develops a phase shift signal when the count exceeds a predetermined number to reset the clock pulses (27). Installation according to any one of the preceding claims, characterized in that it comprises a cabin spacing detector (23, 24) which controls an alarm or the stopping of the installation when the spacing between two successive cabins is less than a predetermined distance. Installation according to claim 6, characterized in that the automaton (23) compares the time interval between two successive pulses (25) for the passage of two successive cabins and commands said alarm or said stop when this interval is less than a time given. Installation according to any one of the preceding claims, characterized in that the said timing section (17) comprises a device (18, 19, 20) for driving the cabs having a speed change device (20) controlled more or less early after entering a cabin on the section to vary the journey time and compensate for deviations. Installation according to Claim 8, characterized in that the said timing section (17) comprises a wheel train (18) with a friction drive tire for the cabins and a box speed (20) for driving said wheels at at least two different speeds (V₁, V₂), said box (20) being controlled by said deviation detector or automaton (23). Installation according to any one of the preceding claims, characterized in that it comprises a device for adjusting the frequency of said periodic signal controlled by the automaton upon detection of a shift between the frequency of said periodic signal and the cabin spacing defining a uniform distribution of cabins along the line.

Images