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EP1845004B1 - Einrichtung zum Transport von Sitzen und Kabinen einer Seilschwebebahn - Google Patents

Einrichtung zum Transport von Sitzen und Kabinen einer Seilschwebebahn Download PDF

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Publication number
EP1845004B1
EP1845004B1 EP07354017A EP07354017A EP1845004B1 EP 1845004 B1 EP1845004 B1 EP 1845004B1 EP 07354017 A EP07354017 A EP 07354017A EP 07354017 A EP07354017 A EP 07354017A EP 1845004 B1 EP1845004 B1 EP 1845004B1
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EP
European Patent Office
Prior art keywords
section
vehicle
rate regulating
vehicles
rate
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EP07354017A
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English (en)
French (fr)
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EP1845004A1 (de
Inventor
Jean-Paul Huard
Nicolas Revenant
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Poma SA
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Pomagalski SA
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Priority to PL07354017T priority Critical patent/PL1845004T3/pl
Publication of EP1845004A1 publication Critical patent/EP1845004A1/de
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Publication of EP1845004B1 publication Critical patent/EP1845004B1/de
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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
    • 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
    • B61B12/10—Cable traction drives
    • B61B12/105—Acceleration devices or deceleration devices other than braking devices

Definitions

  • the document AT-U-006 736 describes a device according to the preamble of claim 1.
  • vehicles entering a embarkation / disembarkation station are braked along the retarding section by means of the retarder device, after the clamps supporting the vehicles are disengaged from the aerial cable.
  • the vehicles then travel along the reduced speed contour section by means of a drive device generally equipped with pneumatic tires.
  • the vehicles are supported in the acceleration section by a launcher device in order to achieve a speed corresponding to the speed of travel of the cable.
  • the vehicles are reconnected to the cable by clutching the clamps on the cable.
  • a downstream station is provided with a first place of embarkation / disembarkation in the cabins and a second location of embarkation on the seats, distributed along the transfer circuit according to the direction of movement of the vehicles.
  • the driving speed along the boarding / unloading location in the cabins is very low, of the order of 0.25 m / s, while the latter is increased along the location of boarding on the seats up reach approximately 1 m / s.
  • the speed of travel of the aerial cable is in the order of 5 m / s, which guarantees a high flow rate of the installation.
  • An upstream station has an inverted configuration, with a landing location seats and a boarding / unloading location in the cabins, these two locations being distributed along the transfer circuit in the direction of movement of the vehicles.
  • the vehicles, seats and cabins, are arranged along the cable in a predetermined combination and timing. In operation, this combination remains the same in the embarkation / disembarkation stations because the vehicles all run on a single lane.
  • the timing is chosen such that the vehicles have between them an equal time interval. This time interval is identical at the station and along the cable. As the speed of travel of the cable is much higher than the speed of drive station vehicles, they are much closer to each other station than along the cable.
  • the minimum value of the time interval between two vehicles is conditioned by the necessary physical distance between these two vehicles to avoid their buffering in the corner of the slowest part of the contour section, which would be dangerous for persons outside the vehicles. vehicles and uncomfortable for on-board users.
  • the minimum time interval is 8.7 s for a minimum drive speed of 0.25 m / s.
  • the maximum value of this flow is related to the minimum value of the time interval, station, between two successive vehicles.
  • the minimum value of the time interval results from a compromise chosen large enough to take account of the larger size of a cabin relative to that of a seat.
  • the minimum value of the time interval between successive vehicles is established according to the necessary physical distance between a seat and a cabin to avoid their buffering in the bend of the slowest part of the contour section.
  • the diversity of combination of vehicles is very limited if one wishes to maintain a correct user flow.
  • the object of the invention is to overcome the above disadvantages by proposing an aerial cable transport installation of the type mentioned above, which ensures an increased user speed and which improves the combination diversity of the vehicles.
  • the clocking section is equipped with a clocking means capable of varying the travel time of said clocking section by the cabins and the seats, to impose a first predetermined rate of travel of the cabins and a second predetermined rate of scrolling of the seats.
  • This arrangement makes it possible to adapt the time interval between two successive vehicles of the same type as a function of the necessary physical distance between two vehicles of the same type to avoid their buffering in the corner of the slowest part of the section. of outline.
  • the cabins are further apart while the seats are closer together, compared to the constant timing of the prior art that resulted from a compromise.
  • the timing section imposes a third predetermined rate of travel to a vehicle traveling on said timing section, when the preceding vehicle, seen in the direction of travel, is of a different type of said vehicle, the third rate predetermined amount being between the first and second predetermined rates.
  • the time interval between a seat and a cabin is optimized to avoid their buffering in the bend of the slowest part of the contour section.
  • a timing section according to the invention therefore aims to optimize the time interval between two successive vehicles based on the physical distance just needed between these two vehicles, depending on their respective type, to avoid their buffering in the turn of the slowest part of the contour section.
  • an aerial cable 10 of a transport installation extends in a closed loop between two loading / unloading stations 11, 12, respectively downstream and upstream, passing through the stations on main pulleys 13 whose a motor drives the cable 10 continuously.
  • the cable 10 supports cabins 14 and seats 15 coupled by detachable clips and staggered along the cable in a predetermined combination.
  • the transport facility may comprise other intermediate stations provided along the rising channels 16 and 17 of the descending cable 17 for the loading and / or unloading of the passengers in the vehicles 14, 15.
  • a retarder device 19 brakes the vehicles 14, 15 uncoupled from the cable 10, while at the exit a launcher device 20 re-accelerates them at a speed equal to that of the cable to allow a re-coupling to the cable 10 smoothly.
  • the retarder 19 and launcher 20 devices each consist of a tire wheel train staggered along a section of the transfer circuit 18, respectively A slowdown and acceleration B, to cooperate by friction with a track of friction carried by the clamps of the vehicles 14, 15.
  • the wheels of the retarder devices 19 and launcher 20 are coupled by means of belts engaged on auxiliary pulleys coaxially mounted to the wheels.
  • Each wheel is secured to two auxiliary pulleys, each cooperating respectively with a belt, one of the belts engaging on one of the auxiliary pulleys of one of the adjacent wheels and the other of the belts cooperating with one of the auxiliary pulleys on the other side of the adjacent wheels.
  • at least one of the wheels of each of the devices 19 and 20 can be connected via a belt to a power take-off derived from the cable 10 or the pulley 13.
  • Such devices are well known and it is useless to describe them in more detail.
  • the slowdown sections A and acceleration B are connected by a contour section C along which the vehicles 14, 15 circulate continuously at reduced speed by means of a drive device 21 consisting of wheel trains 22 with pneumatic tires.
  • the drive device 21 of the contour section C is subdivided into three successive sections, each delimiting an elementary section S1, S2, S3, and which can have differential drive speeds.
  • the wheels 22 of the semi-circle portion of the contour portion C, within a same section, are driven in synchronism with each other by idle gears 23 ( figure 4 ) interposed between transmission gears 24 mounted coaxially with the wheels 22.
  • the rest of the wheels 22 of the contour section C, within the straight portion of the same section S1 or S3, are driven together in a manner similar to the Wheels of the retarder 19 and launcher 20 devices.
  • the section which delimits the section S2 consists of five wheels 22 and separated from the two Other sections by the removal of an idler gear 23.
  • One of the wheels 22 of the section delimiting the section S1 is rotated by one of the wheels of the retarding section A.
  • one of the Wheels 22 of the section delimiting the section S3 is rotated by one of the wheels of the acceleration section B.
  • a variable speed motor 25 ( figure 4 ) drives a transmission belt 26 stretched between two pulleys, one of which is mounted coaxially with one of the idle gears 23.
  • a loading / unloading quay 27 in the cabins 14 is arranged along the sections S1 and S2.
  • the speed of movement of the vehicles 14, 15 in the sections S1 and S2 is very small, for example of the order of 0.25 m / s.
  • a boarding location 28 on the seats 15 is arranged coincidentally with the area swept by the seats 15 along the section S3, to allow skiers from an access gate 29 to sit on the seats 15.
  • the speed of movement of the vehicles 14, 15 at the boarding location 28 is of the order of 1 m / s. To reach this speed, the vehicles 14, 15 are accelerated identically on the section S3 from the exit of the section S2.
  • the vehicles 14, 15 traveling in the upstream loading / unloading station 12 ( figure 3 ) first encounter a landing location 30 of the seats 15 and then skirt a loading / unloading platform 27 in the cabins 14, these two locations 27, 30 being distributed along the transfer circuit of the upstream station 12 in the direction moving vehicles 14, 15.
  • the motor 25 which drives the five wheels 22 of the section delimiting the section S2 is controlled by a control unit 31, for example an automaton, which can provide other functions, in particular control and monitoring of the entire installation.
  • the control unit 31 receives a passage signal 32 representative of the passage of the vehicles 14, 15, provided by a presence sensor 33, arranged along the section S1 and providing a pulse for each passage of a vehicle 14, 15. It also receives a selection signal 34 coming from a detection means 35 provided upstream of the section S2, arranged at a predetermined location between the retarding section A and the section S2, and capable of determining the type of vehicle 14, 15. penetrating into an associated zone, that is to say to allow the recognition of a seat 15 or a cabin 14.
  • the control unit 31 also receives a clock signal 36, emitted by a detector (no shown) cooperating with the pulley 13 and emitting pulses synchronized with the running of the cable 10.
  • the output of the control unit 31 delivers a control signal 37 to the motor 25 so as to provide a suitable control of the motor 25 for a cadencem predetermined manner of the vehicles 14, 15 at the output of the section S2, as will be described later.
  • the section S2 is called S2 timing section.
  • the synchronizer section S2 operates as follows: a vehicle, whether cabin type 14 or seat type 15, entering the downstream station 11 is uncoupled from the overhead cable 10 and rolls along the circuit transfer 18 being propelled by the pneumatic wheels of sections A, C, then B.
  • the wheels of the slowing section A brake the vehicle 14, 15, while the following wheels 22 of the section S1 move it along the platform 27 until reaching the detection means 35, arranged along the section S1 at the input of the timing section S2.
  • the passage of the vehicle 14, 15 in the detection zone associated with the detection means 35 generates a selection signal 34, which is transmitted to the control unit 31.
  • the latter furthermore comprises a recording memory of the signaling signals. selection 34.
  • the control unit 31 determines the type of vehicle 14, 15 which is about to enter the timing section S2 and the type of vehicle 14, 15 above, seen in the direction of travel, which has partially or completely traveled the timing section S2. On the basis of these data, the control unit 31 determines the theoretical time interval which will have to separate, at the output of the clocking section S2, the vehicle 14, 15 about to enter the clocking section S2 and the vehicle 14, Previous 15
  • the theoretical time interval separating two successive vehicles 14, 15 at the output of the clocking section S2 is such that the physical distance between them corresponds to the distance required, related to their respective type, to avoid their buffing in the bend of the part la
  • the required distances between two successive vehicles 14, 15, according to their respective type, are pre-recorded in the control unit 31.
  • the control unit 31 determines the drive speeds provided by the driving device 21 along the sections S1 and S2, that is to say at the places where the driving speed is the lowest and where the vehicles 14, 15 are turning.
  • the establishment relationships of the theoretical intervals as a function of the drive speeds are pre-recorded in the control unit 31.
  • the drive speeds are determined by the control unit 31 from the clock signal 36.
  • the vehicle 14, 15 then passes in front of the presence sensor 33 which sends a passage signal 32, generally in the form of a pulse, to the control unit 31 which incorporates a counting means of the time elapsed between two successive crossing signals 32.
  • the control unit 31 thus establishes the real time interval which separated said vehicle 14, 15 and the preceding vehicle 14, 15 before said preceding vehicle 14, 15 traverses the clocking section S2.
  • control unit 31 is able to detect any deviation due to unavoidable offsets that may appear during operation (braking and braking conditions).
  • different acceleration of a vehicle 14, 15 to another, variable loading of vehicles 14, 15, variable climatic conditions The difference is determined before the vehicle 14, 15 approaches the timing section S2.
  • control unit 31 provides the speed control of the variable speed motor 25, via a control signal 37 adapted, in such a way that the travel time of the vehicle 14, 15 is modulated to compensate for the difference determined above.
  • the timer section S2 is equipped with a timer means constituted by the control unit 31, the presence sensor 33, the detection means 35, the variable speed motor 25, the detector delivering the clock signal. 36.
  • the above-mentioned clocking means is capable of varying the travel time of the clocking section S2 by the cabins 14 and by the seats 15, to impose a differential timing with a first predetermined rate of scrolling of the cabins. 14 and a second predetermined rate of movement of the seats 15.
  • the timing section S2 imposes a third predetermined rate of travel to a vehicle 14, 15 traversing said timing section S2, when the vehicle 14, 15 preceding is a different type of said vehicle 14, 15, the third predetermined rate being between the first and second predetermined rates.
  • the first, second and third predetermined rates correspond to a time interval between a vehicle 14, 15 coming out of the timing section S2 and the preceding vehicle, seen in the direction of travel.
  • the time interval to be obtained at the output of S2 timing section relative to the previous vehicle is determined by the control unit 31 before the journey of the timing section S2 by said vehicle, depending on the type of said vehicle and the type of said previous vehicle.
  • the predetermined rates are modulated according to the speed of the overhead cable 10 via the clock signal 36.
  • This arrangement makes it possible to adapt the time interval between two successive vehicles 14, 15 of the same type as a function of the necessary physical distance between two vehicles of the same type in order to avoid their being plugged in the sections S1 and S2.
  • the staggering combination of the vehicles 14, 15 on the overhead cable 10 can be customized as desired.
  • the cabins 14 are further apart than the seats 15 between them.
  • the time interval between two seats 15 is represented t1 on the Figures 2 and 3 .
  • the time interval between a seat 15 and a cabin 14 is optimized to avoid their buffering in sections S1 and S2. This time interval is represented t2 on the Figures 2 and 3 .
  • t1 and t2 are respectively in the example of the order of 7.2 s and 8.64 s.
  • the time interval (not shown) between two successive cabins 14 is, in turn, of the order of 12 s.
  • t1 is such that the first two seats 15 are very close in the turn of the section S1.
  • t2 is chosen so that a seat 15 and a cabin 14 are very close in the last turn of the contour section of the loading / unloading station 12.
  • a timing section S2 makes it possible to increase the user flow rate by optimizing the time interval between two successive vehicles 14, 15 as a function of the physical distance just needed between these two vehicles 14, 15, depending on the of their respective type, to avoid their buffering in sections S1 and S2.
  • the length of the section S2 timer is chosen to be sufficient to compensate for the maximum deviations that may occur.
  • the rate associated with a vehicle 14, 15 is restored at each passage of the timing section S2.
  • the invention is not limited to the embodiment described. It can be applied to different types of timers, the mode of implementation to be adapted to the type of timer used.
  • the clocking section S2 can be arranged at any point in the transfer circuit 18. With appropriate management of the memory of the control unit 31, the detection means 35 can be arranged at any point in the trajectory of the vehicles 14 , 15 on the entire transport facility.
  • the shape of the contour section C may be any and reproduce, for example, the teachings of the requests for French patents FR-A-2 882 321 and FR-A-2,854,116 to further increase the flow of users.
  • the individual drive means of the sections delimiting the sections S1 and S3 may consist of independent variable speed motors, for example controlled by the control unit 31.
  • the mechanical drive of the vehicles 14, 15 can be achieved by any other suitable means along the slowing section A, the acceleration section B, and the sections delimited by the sections S1 and S3 of the drive device 21, for example by external cleated belts.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Installation Of Indoor Wiring (AREA)
  • Body Structure For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Tents Or Canopies (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • Electric Cable Arrangement Between Relatively Moving Parts (AREA)

Claims (13)

  1. Beförderungsanlage mit dauernd umlaufendem Luftseil (10), die Fahrzeuge (14, 15) trägt, die von Sitzen (15) und Kabinen (14) gebildet werden, die mittels ausrückbarer Klemmen angekuppelt und entlang des Seils (10) in Abständen angeordnet sind, entsprechend einer vorbestimmten Kombination und Taktung, wobei das Seil (10) in geschlossenem Kreis zwischen zwei Tragpfeilern (13) geführt ist und dabei eine bergaufführende (16) und eine bergabführende Strecke (17) hat, welche Anlage Ein- und Ausstiegsstationen (11, 12) hat, die mindestens an den Enden der genannten Strecken (16, 17) vorgesehen sind, wobei mindestens eine der Einstiegs-/Ausstiegsstationen (11, 12) umfasst:
    - Mittel zum Ausrücken, am Eingang, um die Klemmen vom Seil (10) zu trennen,
    - Mittel zum Einhängen, am Ausgang, um die Klemmen wieder an das Seil (10) zu kuppeln,
    - eine Übergangsschleife (18), die die aufsteigende Strecke (16) des Seils mit der absteigenden Strecke (17) verbindet, mit einer Verlangsamungsteilstrecke (A), die mit einer Verlangsamungsvorrichtung (19) ausgerüstet ist, einer Beschleunigungsteilstrecke (B) mit einer Beschleunigungsvorrichtung (20), die über eine Umgehungsteilstrecke (C) mit verringerter Durchlaufgeschwindigkeit verbunden sind, die mit einer Antriebsvorrichtung (21) für die Fahrzeuge (14, 15) versehen ist,
    - eine erste Stelle zum Ein-/Ausstieg (27) in die und aus den Kabinen (14) und eine zweite Stelle (28) zum Einstieg oder zum Ausstieg (30) in die und aus den Sitze/n (15), die entlang der Übergangsschleife (18) verteilt sind,
    - und eine Taktungsteilstrecke (S2) mit kontinuierlichem Umlauf, die in der Übergangsschleife (18) angeordnet ist, um die genannte Taktung der Fahrzeuge (14, 15) sicherzustellen,
    dadurch gekennzeichnet, dass die Taktungsteilstrecke (S2) mit einer Taktungsvorrichtung (25, 31, 33, 35, 36) versehen ist, die geeignet ist, die Durchlaufzeit der Kabinen (14) und Sitze (15) durch die Taktungsteilstrecke (S2) zu variieren, um einen ersten vorbestimmten Durchlauftakt für die Kabinen (14) um einen ersten vorbestimmten Durchlauftakt für die Kabinen (14) und einen zweiten vorbestimmten Durchlauftakt für die Sitze (15) festzulegen.
  2. Anlage nach Anspruch 1, dadurch gekennzeichnet, dass die Taktungsteilstrecke (S2) einen dritten vorbestimmten Durchlauftakt für ein Fahrzeug (14, 15) festlegt, das die Taktungsteilstrecke (S2) durchläuft, wenn das vorhergehende Fahrzeug (14, 15), in Bewegungsrichtung gesehen, eine andere Art Fahrzeug (14, 15) ist, wobei der dritte vorbestimmte Takt zwischen dem ersten und zweiten vorbestimmten Takt liegt.
  3. Anlage nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, dass die Antriebsvorrichtung (21) der Umgehungsteilstrecke (C) in mehrere aufeinanderfolgende Abschnitte unterteilt ist, die unterschiedliche Geschwindigkeiten haben können, wobei jeder dieser Abschnitte eine Elementarteilstrecke (S1, S2, S3) der Umgehungsteilstrecke (C) umfasst, sowie dadurch, dass die Taktungsteilstrecke (S2) mit einem (S2) der genannten Elementarteilstrecken (S1, S2, S3) zusammenfällt.
  4. Anlage nach Anspruch 3, dadurch gekennzeichnet, dass jeder Abschnitt der Antriebsvorrichtung (21) der Umgehungsteilstrecke (C) mit einer eigenen Antriebsvorrichtung der Fahrzeuge (14, 15) versehen ist.
  5. Anlage nach Anspruch 4, dadurch gekennzeichnet, dass die Antriebsvorrichtung (21) der Umgehungsteilstrecke (C) Züge von Radreifen (22) umfasst, die die Fahrzeuge (14, 15) durch Reibung antreiben, wobei die Räder (22) eines Abschnitts synchron durch die entsprechende individuelle Antriebsvorrichtung angetrieben werden.
  6. Anlage nach Anspruch 5, dadurch gekennzeichnet, dass die Räder (22) des Abschnitts, der die Taktungsteilstrecke (S2) bildet, durch einen Motor mit veränderlicher Drehzahl (25) angetrieben werden.
  7. Anlage nach einem der Ansprüche 4 bis 6, dadurch gekennzeichnet, dass die Taktungsvorrichtung (25, 31, 33, 35, 36) eine Erfassungsvorrichtung (35) umfasst, die außerhalb der Taktungsteilstrecke (S2) vorgesehen und geeignet ist, die Art des Fahrzeugs (14, 15) festzustellen, das in einen entsprechenden Erfassungsbereich einfährt, und ein Auswahlsignal (34) an eine Steuerungseinheit (31) zu übertragen, die geeignet ist, die individuelle Antriebsvorrichtung (25) des Abschnitts, der die Taktungsteilstrecke (S2) begrenzt, zu steuern.
  8. Anlage nach Anspruch 7, dadurch gekennzeichnet, dass die Steuerungseinheit (31) bei jedem Durchfahren eines Fahrzeugs (14, 15) die individuelle Antriebsvorrichtung (25) der Taktungsteilstrecke (S2) abhängig von dem Auswahlsignal (34) steuert, das diesem Fahrzeug (14, 15) entspricht, sodass die Durchfahrzeit des Fahrzeugs (14, 15) durch die Taktungsteilstrecke (S2) verändert wird, um jede Abweichung bezüglich dem vorbestimmten, diesem Fahrzeug (14, 15) zugewiesenen Takt zu kompensieren.
  9. Anlage nach Anspruch 8, dadurch gekennzeichnet, dass die Erfassungsvorrichtung (35) an einer vorbestimmten Stelle zwischen der Verlangsamungsteilstrecke (A) und der Taktungsteilstrecke (S2) vorgesehen ist.
  10. Anlage nach einem der Ansprüche 8 und 9, dadurch gekennzeichnet, dass die Steuerungseinheit (31) einen Aufzeichnungsspeicher für das Auswahlsignal (34) umfasst, sowie dadurch, dass der vorbestimmte, einem aus der Taktungsteilstrecke (S2) ausfahrenden Fahrzeug (14, 15) zugewiesene Takt einem Zeitintervall zwischen diesem Fahrzeug (14, 15) und dem vorhergehenden Fahrzeug (14, 15), in Bewegungsrichtung gesehen, entspricht, wobei das am Ausgang der Taktungsteilstrecke (S2) zu erhaltende Zeitintervall von der Steuerungseinheit (31) ermittelt wird, bevor dieses Fahrzeug (14, 15) die Taktungsteilstrecke (S2) durchfährt, und zwar abhängig von der Art des Fahrzeugs (14, 15) und der Art des vorhergehenden Fahrzeugs (14, 15).
  11. Anlage nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, dass die Taktungsvorrichtung (25, 31, 33, 35, 36) einen Anwesenheitssensor (33) umfasst, der an einer bestimmten Stelle entlang der Umgehungsteilstrecke (C) vor der Taktungsteilstrecke (S2) angeordnet und geeignet ist, ein Durchfahrsignal (32) an die Steuerungseinheit (31) zu senden, das repräsentativ für das Durchfahren der Fahrzeuge (14, 15) ist.
  12. Anlage nach Anspruch 11, dadurch gekennzeichnet, dass die Steuerungseinheit (31) eine Zählvorrichtung für die Zeit umfasst, die zwischen zwei aufeinander folgenden Durchfahrsignalen (32) abgelaufen ist.
  13. Anlage nach einem der Ansprüche 7 bis 12, dadurch gekennzeichnet, dass die Steuerungseinheit (31) einen Taktimpuls (36) empfängt, der mit dem Luftseil (10) synchron ist, sodass die vorbestimmten Takte in Abhängigkeit von diesem Taktimpuls (36) moduliert werden.
EP07354017A 2006-04-10 2007-03-21 Einrichtung zum Transport von Sitzen und Kabinen einer Seilschwebebahn Active EP1845004B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07354017T PL1845004T3 (pl) 2006-04-10 2007-03-21 Urządzenie transportowe z liną nadziemną niosącą krzesełka i kabiny

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0603153A FR2899549B1 (fr) 2006-04-10 2006-04-10 Installation de transport a cable aerien vehiculant des sieges et des cabines

Publications (2)

Publication Number Publication Date
EP1845004A1 EP1845004A1 (de) 2007-10-17
EP1845004B1 true EP1845004B1 (de) 2009-02-18

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07354017A Active EP1845004B1 (de) 2006-04-10 2007-03-21 Einrichtung zum Transport von Sitzen und Kabinen einer Seilschwebebahn

Country Status (7)

Country Link
US (1) US7559281B2 (de)
EP (1) EP1845004B1 (de)
AT (1) ATE423050T1 (de)
CA (1) CA2582681A1 (de)
DE (1) DE602007000549D1 (de)
FR (1) FR2899549B1 (de)
PL (1) PL1845004T3 (de)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070034105A1 (en) * 2005-08-09 2007-02-15 Jean-Francois Mugnier Aerial ropeway transport methods
FR2899191B1 (fr) * 2006-04-04 2008-05-30 Denis Creissels Consultant Sar Installation de telecabines automatiques
FR2899549B1 (fr) * 2006-04-10 2008-06-27 Pomagalski Sa Installation de transport a cable aerien vehiculant des sieges et des cabines
EP1980302A1 (de) * 2007-04-13 2008-10-15 Philippe Perakis Vorrichtung zur Federung und Bewegung eines Gegenstands oder einer Person
FR2920733B1 (fr) * 2007-09-11 2009-11-27 Pomagalski Sa Installation de transport de passagers embarques a bord d'un vehicule, a deux moyens de deplacement du vehicule
US8166885B2 (en) * 2009-02-12 2012-05-01 William J. Kitchen Suspended cable amusement ride
US8573133B2 (en) * 2009-09-22 2013-11-05 Pomagalski Passenger transport installation comprising independent vehicles travelling on tracks and hauled by cables, and method for transporting passengers
WO2013003774A1 (en) * 2011-06-30 2013-01-03 Kitchen William J Suspended track amusement ride
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DE602007000549D1 (de) 2009-04-02
CA2582681A1 (en) 2007-10-10
PL1845004T3 (pl) 2009-07-31
US7559281B2 (en) 2009-07-14
US20070283840A1 (en) 2007-12-13
ATE423050T1 (de) 2009-03-15
EP1845004A1 (de) 2007-10-17
FR2899549B1 (fr) 2008-06-27
FR2899549A1 (fr) 2007-10-12

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