| EP0283888A2 | 1988-09-28 | |||
| EP2881300A1 | 2015-06-10 | |||
| FR2288658A1 | 1976-05-21 | |||
| FR2575985A1 | 1986-07-18 |
| CLAIMS 1. Rope-system (fig.l) (fig.2) (fig.116) adapted to use ropes as runways (fig.l; 6) (fig.2; 7), (fig.116; 7) for handling people or materials at different heights, characterized in that it comprises: - a carrier station (fig.l;l) (fig.2;2) (fig.H6;2) (fig.5) (fig.8) equipped with at least one carrier handling rope (34); - a return and tensioning station (fig.l; 3) (fig.2; 5) (fig.H6;5) (fig.22) (fig.28) (fig.30) for said rope (34), operatively connected to said carrier station (1) (2) through said rope (34), said rope (34) being a connection line between said stations and forming a ring with carrier function on one way and with return function on another way, said connection line being equipped with at least one shoe-type element (fig.l;133) ( fig .88 ; 133 ) (fig.2;132) ( fig .116 ; 132 ) for supporting said rope and/or with jumpers (fig.l; 11) (fig.2; 131) having a supporting function for said rope during its traction (34) and a joining function of said rope when it operates as carrier rope (33); - at least one handling means (fig.l; 10) (fig.2; 10) (fig. 61 ; 10 ) (fig.78;300) (fig.116 ; 302 ) ( fig.117 ; 302 ) adapted to be moved between said carrier station (1) (2) and said return and tensioning station (3) (4) (5) by rolling over said rope (fig.88;33), wherein said handling means, by bearing onto the carrier ropes (fig.88;33) , which said handling means (10) (300) (302) are leaning on carrying ropes ( fig .88 ; 33 ) , follows, on the shoe-type element ( fig.88; 133 ) (fig. 2,-132), a circular trajectory, the frame ( fig .88 ; 200 ) of said handling means instead, optimizing the curve, performs a trajectory marked by a joining line traced by the wheel assemblies ( fig.88 ; 209 , 210 ) of said handling means, the passage on the shoe-type element (fig.88; 133) (fig. 2,-132) of the handling means requiring a greater lift of the traction rope (fig.47; 34), (fig.88; 34) with respect to the passage on the line supports ( fig .92 ; 11 ) , the position of the carrier rope (fig.51,-33) when going out of the tractor station (fig.51; 156) and the return and tensioning station (fig.53; 116) (fig.54; 116) being obtained by applying side abutments (156), while a center-distance between the two carrier ropes is given (ref.51;33) by a union bar (fig.51; 153) of the ropes during their route between tractor station ( fig .50 ; 153 ) and return and tensioning station (fig.5 ;153) ( fig .53 ; 153 ) , the center-distance of the rope between tractor rope and return rope being kept constant by the line jumpers (fig.92; 11), (fig.l;ll), (fig.2; 131) which also perform the function of supporting the rope(34). Rope-type plant according to claim 1, characterized in that said handling means ( fig .61 ; 10 ) , ( fig .78 ; 300 ) , (fig.117 ; 302 ) are equipped with a frame ( fig .62 ; 200 ) on which wheel assemblies are placed, assembled on a balancing device ( fig .62 ; 209 , 210 ) , on whose connection pin (fig.65;230) , ( fig .67 ; 230 ) to the frame an emergency brake ( fig .63 , 217 ) , (fig.67;217) is placed, and with at least one rope-cleaning device ( fig .63 ; 220 , 221 ) (fig.69) having a power takeoff directly on a rolling wheel of said rope through a wheel with a coupling with a "V" shaped section ( fig .70 ; 242 , 243 ) , whose force transmission is guaranteed by a linear actuator ( fig .70 ; 237 ) which provides the pressure for the power takeoff, in addition to performing a lowering or lifting action of the whole rope-cleaning device (fig.69), since said device, after the first daily cycles, is not necessary any more apart from cases under adverse weather conditions, said device having a system with brushes { fig .70 ; 241 ) , ( fig .69 ; 241 ) which, through a kinematic assembly with toothed wheels ( fig .70 ; 239 ) , ( fig .69 ; 239 ) , take the motive force from a pinion with "V"-shaped seat fixedly connected to the wheel ( fig .70 ; 222 , 243 ) , and where the pressure performed by the actuator ( fig .70 ; 237 ) guarantees the motive force for its rotation. Rope-type plant according to claim 1 or 2 , characterized in that it is further equipped with at least one device adapted to perform a lifting (fig.78; 250) of said handling means in order to take them in a substantially horizontal position and allow them to pass ground backs, or where concave paths must be followed, namely where the path has an intermediate point which is higher than the carrier station and the return and tensioning station, said device using a system for continuously correcting the inclination of the handling means based on the principle of keeping the waling plane horizontal when the ground profile changes. Rope-type plant according to any one of the previous claims, characterized in that it is equipped, for a double handling line (fig.5,-15), with a configuration comprising two main motors (fig.5; 29) and two counterweights (fig.22), or one main motor (fig.8,-29), (fig.9;29) and two counterweights (fig.30), or one main motor (fig.8,-29), (fig.9;29) and one counterweight (fig.28) . Rope-type plant (fig.l) according to any one of the previous claims, characterized in that said carrier station comprises two winches (fig.5; 15) (fig.6), with two related lines composed of ropes (fig.l; 6) and adapted to perform independent handlings of the handling means of every line (fig.1,-10) (fig.78;300) ( fig .116 ,· 302 ) , said two independent winches (fig.5; 15) allowing to have an independent recovery ( fig .5 ; 21 , 30 ) assembly for every line or using the second line as recovery of passengers, each one of said winches (fig.5; 15) with independent recovery assembly having two independent reducers ( fig .5 ; 21 , 30) which allow having a recovery also in case of breakdown of the main reducer assembly (fig.5;20), said plant preferably having a carrier pulley section with the two reducers (fig.10) and a brake disc ( fig .10 ; 22 , 82 ) placed on the outlet shaft of the main reducer (fig. 10; 20) and connected to the motor (fig.10; 29) with a joint (fig.10; 80), there further, being the brakes group at the driving pulley (fig.l7;23,24) 6. Rope-type plant (fig.2) according to any one of the previous claims, characterized in that it is further equipped with a double counterweight (fig.30), said counterweight being , guided by side wheels assembled on bearings, on one side of the counterweight a series of controls being placed for the pulley position stroke (fig.30; 104) and with a device for containing the pulley ( fig .23 ; 114 ) , ( fig .30 ; 114 ) in case of breakdown of the bearings ( fig.10 ; 46) , the plant can be equipped with an oil-dynamic tensioning system (fig. 37 ;141) for regulating the rope tensioning during the stroke of the handling means (fig.61;10) (fig.78;300) ( fig .117 ; 302 ) and/or to keep the handling means unmoving in case of emergency braking . 7. Rope-type plant according to any one of the previous claims, characterized in that, in its version for transporting people, the autonomous handling of every line is composed of a driving winch (fig.5;15), (fig.6) and of an independent tensioning for every line (fig.22), and can have or not a recovery motoring with independent reducer (fig.6; 21 , 30) , namely if there are two lines (fig.l;6), there will be two driving winches (fig.5; 15) and two independent tensioning (fig.22). 8. Rope-type plant according to any one of claims 1 to 6, characterized in that, in its version for transporting people, handling is performed on two lines (fig.2;7), wherein one of said handling means (fig.2;10), ( fig .78 ; 300 ) (fig. 116;302) goes up and another one goes down, said handling being composed of a driving winch (fig.8), (fig.9) and an independent tensioning for every line (fig.30) and of a recovery motoring with independent reducer ( fig .8 ; 21 , 30 ) ; or a driving winch (fig.8) (fig.9) and a tensioning (fig.9) in common for every line (fig.28), and of a recovery motoring with independent reducer ( fig .8 ; 21 , 30 ) . 9. Rope-type plant according to any one of claims 1 to 6, characterized in that it is adapted to handle objects and materials (fig.116), the plant further comprising a conveyor belt ( fig .116 ; 306 , 307 , 308 , 309 ) and the handling means of the cab-type being of the caisson-type ( fig .116 ; 302 ) , ( fig .117 302 ) , said conveyor belts for loading and unloading materials being placed on a roof of said stations ( fig .118 ; 306 , 307 ) , ( fig .120 ; 308 , 309 ) , said plant being composed of an autonomous handling for every line composed of a driving winch (fig.5;15), (fig.6) and an independent tensioning (fig.22) for every line, and having or not a recovery motoring with independent reducer ( fig .6 ; 21 , 30 ) . 10. Rope-type plant according to any one of claims 1 to 6, characterized in that it is adapted to handle objects and materials (fig.116), the plant further comprising a conveyor belt ( fig .116 ,· 306 , 307 , 308 , 309 ) and the handling means of the cab-type being of the caisson-type (fig.116; 302 ) , ( fig .117 ; 302 ) , said conveyor belts for loading and unloading materials being placed on a roof of said stations fig. 118 ; 306 , 307 ) , ( fig .120 ; 308 , 309 ) , said plant being composed of a handling for two lines (7) , wherein one of said handling means goes up and another one goes down, said handling being composed of a driving winch in common (fig.8), (fig.9) and an independent tensioning for every line (fig.30), and of a recovery motoring with independent reducer ( fig .8 ; 21 , 30 ) , (fig.9;21,30) . |
The plant proposed system consists of the following main parts:
■ One driving station (ref. 1 fig. 1 , ref. 2 fig. 2, ref. 1 fig. 3). It's preferably located upstream.
« One tension and return station (ref. 3 fig. 1 , ref. 5 fig. 2) (situated downstream).
■ In the specific project I wanted to study a new kind of rope-type system using a rope instead of the classic rails the carrying ropes closed on which the vehicles can slide.
■ The advantage is to have one pathway, with minor visual impact on the environment and allowing a faster installation (ref. 6 fig. 1 , ref. 7 fig. 2).
■ This study is based on this principle, because the carrying rope having a diameter of 60 mm is the MINIMUM VALUE FOR THE CORRECT WORKING of all devices that interact on its in correct way.
• The increase of carrying rope diameter is possible, because during the design of the anchorage drums of the ropes requirements for further future system implementations have been kept into account.
• In the vehicle the increasing of carrying rope diameter requires some modifications.
An increasing of carrying rope diameter improves the functional features of every component on it in favour of the safety.
■ It is necessary to modify the wheel's group in particular the working on wheel, the sliding of brake.
■ Another modification is required to the jumper where the increasing of carrying rope diameter change the clamps of jumper.
• All these modifications required by the increasing of rope represent an advantage for the system safety.
This generates a new type of components that will be analysed in this document.
■ The proposed system will be realized by the following major components:
• Driving station (ref. 1 fig. 1 , ref. 2 fig. 2, ref. 1 fig. 3).
• Return and tension station (ref. 3 fig. 1, ref. 5 fig. 2).
• One line with two carrying ropes and a traction rope (ref. 6 fig. 1, ref. 7 fig. 2). In the line there is one or more saddle line (ref. 133 fig. 1 and ref. 132 fig. 2). • Vehicle transport people (ref. 10 fig. 1 and 2, 61 or ref. 300 fig. 78, 111) or vehicle transportation material (ref. 302 fig. 116, 117).
With reference to figure n° 1 : General view of the ropeway project Reclaiming, the Driving station with double winch (ref.l) with Returning station with the independent counterweights (ref.3).
■ The path way for each line of vehicles is composed of the double carrying rope and a traction rope with the return branch (ref. 6).
■ It is visible the shoe (ref. 133) of deviation placed on the ground.
■ The wires netting under the runway for protection access (ref. 9). They are present for each part where the passage of the ropes is at a distance less than 4 meters from ground profile.
With reference to the figure n° 2: General view of the ropeway project Reclaiming Driving station with single winch (ref. 2) with returning station with double counterweight (ref. 5).
The path way of the race for each line of vehicles is composed of the double bearing rope, while the traction rope is in common for both vehicles (when a vehicle goes down the other goes up) (ref. 7).
It is visible the shoe of deviation placed on the ground (ref. 132).
The wires netting under the runway for protection access (ref. 9). They are present for each part where the passage of the ropes is at a distance less than 4 meters from ground profile or by snow profile during the winter. If it is equipped with made land (up to the plane cabin) on the side of path way, the area needs to protect with wire netting by access is lower.
U Driving station.
With reference to figure n° 3: External view of the drive station (ref. 1) with pedestrian underpass located along the side stairs (ref. 13).
With reference to figure n° 4: External view of the underground section of the driving station (ref. 1).
=> This station shows the pedestrian (ref. 13) exit with lateral earth carry-over (ref.
14) ideal for ski stations.
= The driving station is one of the particularities of this system, using the same components allows the realization two different driving units. That can be defined: » Driving station with independent movement for each line (fig. 5).
■ Driving station with unique handling for both lines (fig.9).
1.1.1 WINCH WITH INDEPENDENT MOVEMENT FOR EACH LINE.
=> This type of driving station is composed of two winches (ref.15 fig.5), with independent movements of vehicles of each line, and its application allows:
■ To use a single line of vehicles in case of little flow of people during daylight hours or during the hours outside the opening of the station.
■ During the system installation, it can reduce the initial investment by creating a single line that can be implemented in the future by the installation of a further second line in case of people flow increase. Of course the dimensions of the station premises should take into consideration eventual future implementations.
■ In the case of construction of two independent winches (ref. 20 and 29 fig. 5) it is also possible to decide if the system will have the recovery group independent (ref. 21 and 30 fig. 5) for each line or if it can use the second line for recovery of the passengers, in accordance with safety regulations.
■ This type of winch with recovery group independent (fig. 5) allows having two independent reducers (ref. 21 and 30 fig. 5) allowing having a recovery even in case of failure of the main reducer group (ref. 20 fig. 5) since it is always one of the most stressed components for the high variability of the loads acting on it.
1.1.1.1 ) Analysis of the path in the winch rope.
= The traction rope (ref. 34 fig. 5) winds up in the winch in the middle between the two carrying ropes, which guarantee pulling the vehicle in the centerline.
■ The traction rope (ref. 34) is deflected by a deflection pulley (ref. 16 fig. 6), placed at the entrance of the station at its late is positioned a metal sheet whose function is to check the correct position (ref. 27 fig. 6) in case of failure of one of the two bearings, which shall properly indicated.
■ The exit of the deflection pulley is positioned at correct trim (ref. 28 fig. 6) of the rope that detects whether the hail rope comes out from its seat because it unloads on the copper sheet the signal circulating on it to earth.
■ At the exit of the deflection pulley there is an anti-derailment of the rope, the traction is wound up on the drive pulley (ref. 17 fig. 5 and 6) at an angle of 180° which will have the following safety devices: • The drive shaft (ref. 45 fig. 11) is fitted (ref. 51 fig. 11) on the pulley, it contains an anti-rotation sensor ( fig. 12), which consists of a collar on which is placed a flag (un hook made with iron rod) (ref. 53 fig. 12) which in the case of loosening of a keyless bushing element ( ref. 51 fig. 11) with rotation of the iron rod relative to the pulley, anti- rotating shaft comes to break a shear rod (ref. 52 fig.12) which immediately activates the emergency braking.
• On the pulley is mounted a "Centrifugal" device which detects excessive rotation speeds. This "Centrifugal" device rotations on the pulley and for the centrifugal force causes a little shave to come out and to activate the safety micro-switch.
• In case of the pulley bearings failure pulley the shaft is supported on one side by the main gearbox (ref. 20 fig. 10), while on the side of the recovery gear unit (ref. 21 fig. 10) it will seat on the recovery gear unit therefore actuating the correct attitudes (ref. 26 fig. 5 and 6) positioned on the pulley supporting frame pulley (ref. 47 fig. 5, 6).
» The rope outgoing from the driving pulley passes through a rope position controlling device (ref. 28 fig. 5, 6) which enters in the deflection pulley (ref. 18 fig. 5 and 6), which guides it on the deviation roller (ref. 19 fig. 5, 6).
■ The deviation roller (ref. 19 fig. 5, 6) has the function of taking the inclined rope and positioning it at an interaxis distance of 900 mm. At the entrance and at the exit of deviation roller there is a shear rod (ref. 72 and 73 fig. 16) that it detects derailment of the rope (ref. 34) from the rollers (ref. 71 fig.16).
■ At the exit of the deviation rollers (ref. 19 fig. 5, 6), the rope (ref. 34) is entered on the line (ref. 6) therefore reaching the counterweight.
1.1.1.2 ) Analysis of the power transmission through the drive pulley.
= The driving pulley (ref. 17 fig. 11) is keyed (ref. 51 fig. 11) on the transmission motion shaft (ref. 44 and 45 fig. 11) that is supported (ref. 46 fig. 11) by two SKF roller bearings type CCW by SKF. Analyzing it from the main reduction-gear side.
« The advancement of control rope (vehicle) is performed by an encoder fitted on a deflection pulley.
» The shaft, supported by bearings, is connected by SKF hydraulic joints (ref. 25 fig. 11) with the shaft going through the main gearbox.
■ The shaft of the main reduction-gear is locked by a locking system mounted on the gearbox (ref. 31 fig. 10 and 11). ■ At the exit of the reducer is placed a flange on which the brake disk (ref. 82 fig. 19 and
10) is mounted for service brake (ref. 22 fig. 19 and 10) that through a cardan-joint (ref. 80 fig. 19 and 10) is connected to the main engine (ref. 29 fig. 19, 5, 6 and 10). The joint allows the motion transmission with misalignment angles of few degrees.
• The number of revolutions of the motor is controlled by an encoder provided with the engine.
=> In case of failure of the main motor (ref. 29 fig. 19, 5, 6 and 10), rescue operation is possible by means of the second vehicle with an emergency bridge for the passengers or it is possible with the use of two gear unit assembly in driving station where the second recovery gear unit has a motor which is independent from the main gear unit according to this diagram:
■ In case of failure of the main motor the driving pulley keyed on the transmission shaft motion (ref. 44 e 45 fig. 11 and 10) that is supported by two bearings SKF roller type CCW (ref. 46 fig. 11 and 10) it is connected by closing the keyless bushings mounted on the recovery gear unit (ref. 32 fig.11 and 10), supplied with it:
■ The advancement of the control rope (vehicle) is performed by means of an encoder placed on a deflection pulley.
• The shaft (ref. 44 and 45 fig. 11 and 10) supported by bearings is disconnected from the main reduction-gear (ref. 20 fig. 11 and 10) by opening the SKF hydraulic joint (ref. 25 fig. 11 and 10).
• At the exit of the recovery (ref. 21 fig. 18) reducer is placed a flange on which is mounted an Elbe-type cardan-type joint (ref. 81 fig. 18) connected to the second engine (ref. 30 fig. 18). The joint allows a transmission of motion even with misalignment angles of few degrees.
■ The number of revolutions of the motor is controlled by an encoder provided with the engine.
» This is an emergency situation, which operates at a reduced speed (for this reason the motor is slightly smaller). During this operation, there is not the service brake on the motor (ref. 22 fig. 19), braking is ensured by the brakes mounted on the driving pulley (ref. 23 e 24 fig. 17 and 18).
■ The brake assembly of the drive pulley is composed by three brakes:
• One is the service and/or emergency brake and operates during normal plant operation (ref. 23 fig. 17 and 18). • Other two brakes are emergency brakes and intervene in the event of excessive speed of the system, in the case of rope derailment and any time some safety device intervene (ref. 24 fig. 17 and 18).
■ Another service brake (ref. 22 fig. 6) is mounted between reduction unit and the main engine.
With reference to figure n° 5: Independent winches (ref. 15) with double rope, each of which has double reducers (one for main advancement (ref. 20) and one for recovery (ref. 21)).
With reference to figure n° 6: Detail of a double rope winch with gearboxes and engines for normal operation (first courses) (ref. 20 and 29) and recovery (behind the drive pulley) (ref. 21 and 30).
= The deviation roller for the in line return of the rope can be seen (ref. 19).
=> Note:
■ Every pulley is complete with correct attitude pulley checking device (ref. 27 and 26).
■ At the entrance or exit on every pulley, traction rope (ref. 34) position checking devices are fitted (ref. 28), while on the horizontal deviation roller (ref. 19) are fitted shear rods whose function is to detect the slippage of traction rope off the rollers (ref. 72 and 73 fig. 16).
With reference to figure n° 7: Full description of the equipment for the gear unit installation, (ref. 36)
=> The recovery reduction-gear (ref. 21) is lowered together with the driving pulley (ref. 17). Equipment (ref. 36) used for mounting the recovery of both the two type of winch.
1.1.2 DRIVING STATION WITH UNIQUE HANDLING FOR BOTH LINES.
= This type of station has a single motor; it allows to take advantage of the descending load of a vehicle with subsequent reduction of the moving power.
s With the disadvantage that the two vehicles being connected by a single rope, with this system is not possible to recover with the other vehicle, but only by using the recovery group.
■ Also during normal operation two vehicles must be in operation even in case of low passenger's flow. With reference to figure n° 8: Driving station with single winch.
=> At first it is possible to see the main motor (ref. 29) and the recovery motor (ref.
30) behind the drive pulley (ref. 17)
=* Note:
■ The working scheme with the horizontal pulleys (ref. 39 and 40) for the passage from one line to the other with protection of the rope and the rope position controls at incoming and outgoing of it (ref. 43).
■ In addition, each pulley has a correct attitude control device (ref. 26, 27, 42).
« At the entrance or exit of each pulley are fitted rope position control devices (ref. 28, 43 and 90).
1.1.2.1 ) Analysis of the power transmission through driving station.
Driving Station with one winch.
= The transmission of engine power is the same as to the double winch system described in the previous section, and it is summarized after in this section. It is mandatory for this winch to have the reduction-gear unit (ref. 21 fig. 8) with recovery motor (ref. 30 fig. 8). « This type of system, as shown in the following figures, is composed by a motorized winch with main group (ref. 20 and 29 fig. 8) composed of a driving pulley (ref. 17 fig. 8) with an average diameter rope of 3900 mm mounted on cylindrical roller bearings.
• The pulley (ref. 17 fig. 8 and 11) is connected (ref. 51 fig.11) to the existing shaft from the gear unit (ref. 21 fig.11) though an oil -type coupling (ref. 25 fig.11) which allows high transmission of the drive torque; this joint is connected to the main gearbox from one side, because in case of failure after the intervention of the emergency brakes, the operator acts closing the keyless bushings of recovery reduction gear (ref. 32 fig. 11) and then discharging the hydraulic of the coupling (ref. 25 fig.11) and thus freeing the main drive.
• After the main group (ref. 20 fig. 8 and 9) it has been fitted a service break keyed on the input shaft at the motion input in the gear unit (ref. 22 fig. 9) to which via a universal joint type "Elbe" connects the main engine, the function of the universal joint (ref. 80 fig. 19) is to allow a correct motion transmission in the event of misalignment between the output shaft from the gearbox and the shaft of the recovery motor. The shaft and the brake disc are protected by accident protection guards so as to avoid the obstructions by objects or to prevent injuries to personnel coming in contact with moving parts.
• The brake assembly of the drive pulley is composed by three brakes:
» One is the service brake and is operated during normal system operation and/or during emergency situation (ref. 23 fig. 8).
■ Other two brakes are emergency brakes (ref. 24 fig. 8) and operate in the event of excessive speed of the system, in case of rope derailment and after any safety device intervention.
• Another service brake (ref. 22 fig. 8, 9, 19) is placed between gear unit (ref. 20 fig. 8) and the main engine (ref. 29 fig. 8).
1.1.2.2 ) Analysis of the path in the winch rope.
The traction rope (ref. 34) slides centrally in the winch between the two carrying ropes, which results in pulling the vehicle along its center line.
■ It is diverted by a deflection pulley (ref. 37 fig. 8), placed at the entrance of the station and is monitored by a metal sheet which performs the function of correct position pulley (ref. 27 fig. 8 and 9) and is operated in the case one of the two bearings fails.
■ At the outlet of the deflection pulley (ref. 37 fig. 8) it is fitted a device for the correct rope attitude check and detects if the rope slips out from its seat (ref. 28 fig. 8), since it discharges to earth the signal circulating on it.
■ At the outlet of the rope anti-derailment device, the rope is wound up on the drive pulley (ref. 17 fig. 8, 9) at an angle of 180° resulting in the following safety features:
• The pulley shaft is spliced on the pulley which comprises an anti-rotation (fig.12) sensor consisting of a collar on which is placed a flag (ref. 53 fig.12) (un hook made with iron rod) which, in case of loosening of a keyless bushing (ref. 51 fig. 11) with rotation of the shaft relative to the pulley, the rotating shaft with the flag breaks a shear rod (ref. 52 fig. 12) which immediately activates the emergency braking.
• On the pulley a centrifugal device is mounted, which detects excessive rotating speeds. The centrifugal device, rotating on the pulley by the pulley centrifugal force, causes a little pin to pop out thus actuating the safety micro-switch.
• In case of the bearings failures of the pulley, the shaft is supported on one side by the main gearbox (ref. 20 fig. 11, 8 and 9), while on the recovery reduction gear unit side it is supported in the seat of the recovery gear unit (ref. 21 fig.11, 8 and 9) thus actuating the correct attitudes on the pulley mounting frame (ref. 26 fig. 8 and 9).
■ The rope exiting from the driving pulley (ref. 17) passes through a position control device (ref. 28 fig. 8 and 9) and enters into the deflection pulley (ref. 38 fig. 8 and 9). It is placed onto the first horizontal pulley (ref. 39 fig. 8 and 9) fitted on the wall of the wing bay and the rope anchoring drum pulley.
■ The rope exiting from the first horizontal pulley (ref. 39 fig. 8 and 9) passes through a position control device (ref.43 fig. 8 and 9) and passing through the staircase bay it winds up around the second horizontal pulley (ref. 40 fig. 8 and 9) which is fitted on the wall separating the staircase bay and the bay where are located the carrying rope of the second lines pulley.
« The rope coming from the horizontal pulley (ref. 40 fig. 8 and 9) is diverted by another pulley mounted between the drums of the carrying rope (ref. 41 fig. 8 and 9) of the second line.
• When exiting the deflection pulley, it passes through a rope position control device (ref. 90 fig. 8 and 9) and it is placed on the centre of the line.
With reference to figure n° 9: Another view with driving station with a single winch. => At first it is shown the recovery engine (ref. 30 and ref. 21) and next to it the main engine (ref. 29 and ref. 20) drive pulley (ref. 17).
=> Above is shown the group of horizontal deviation rope (ref. 39 and ref. 40) with rope deviation in input line.
=> Note:
■ The working scheme with the horizontal pulleys (ref. 39 and ref. 40) for the passage from one line to the other with protection of the rope (ref. 43) and the rope position controls both incoming and outgoing protection horizontal rope.
■ Each pulley has a correct position checking pulley (ref. 42, 26, 27).
■ At the entrance or exit of each pulley suitable rope position controlling devices
(ref. 28, 43, 90 ) are provided.
1.1.3 BREAKDOWN OF ASSEMBLY PULLEYS.
For the installation, three different pulley mountings have been envisaged and deviation rollers:
■ The assembly of the winch pulley (fig. 10 and 11). ■ The assembly of the diverting pulleys and counterweight (fig. 13).
■ The assembly of horizontal pulleys (fig.14 and 15).
• The assembly of horizontal deviation rollers (fig. 16 and 24).
1.1.3.1 ) Assembly Note drive pulley:
The drive pulley (ref. 17 fig. 10 and 11) is mounted between two engines, for normal operation (ref. 20, 29) and emergency (ref. 21, 30), each complete with gearbox, motor and rotation control mechanisms.
■ The pulley shaft pulley is divided into two parts (ref. 44 e 45 fig. 10 and 11); due to the fact that gear units (ref. 20 and 21) with hollow shaft have been selected, it comprises also the reducer shaft. These items have been selected for a better safety on the materials (to facilitate the magnetoscopic and dye penetrant inspection on a single item). The drive shaft is composed as follows:
• A part that connects the reducer recovery (ref. 21) to the point where the drive pulley is spliced (ref. 45 fig. 10 and 11).
• A part which is the main gearbox (ref. 20) shaft (ref. 44 fig. 10 and 11).
■ On the driving shaft of the pulley are mounted the following standards components: . Hydraulic joint OKCS (ref. 25 fig. 10 and 11).
• Keyless bushings FX10 (ref. 51 fig. 10 and 11).
• Main reducer type 500 (ref. 20 fig. 10 and 11) with shaft locking unit (ref. 31 fig. 10 and 11).
• Recovery reducer type 500 (ref. 21 fig. 10 and 11) with shaft locking unit (ref. 32 fig.
10 and 11).
The two shafts (ref. 44 and 45 fig. 10 e 11) are coupled together by an "OKCS" hydraulic joint, supplied by SKF (ref. 25 fig.10 and 11).
■ The hydraulic "OKCS" joint (ref. 25 fig. 10 and 11) has a simple operating principle because it is based on the technology of putting under pressure a membrane which closes on the two ends of the shaft allowing the transmission of motion, while if the pressure is released, the membrane loosens and then disconnects from the shafts. The drive pulley is spliced to the shaft through the following keyless bushing SKF type "FX" (ref. 51 fig. 10 e 11). ■ The shaft on which the pulley (ref. 45 fig. 10 and 11) is spliced supported on both sides of the pulley by SKF roller bearings of CCW type, fitted internally within a support installed on the pulley mounting frame (ref. 46 fig. 10 and 11).
■ Between the pulley and a support it has been provided a rotation control group (fig. 12) that in the case of slipping of the keyless bushings (ref. 51 fig. 10 and 11) intervenes breaking a rupture shear rod.
With reference to figure n° 10: Section view of driving pulley (ref.17) with two gearboxes (ref. 20 and 21) and brake disc (ref. 22) positioned on the output from main gearbox (ref. 20) and connected to the main engine (ref. 29) by a cardan joint type "Elbe" (ref. 80).
With reference to figure n° 11: Detail of the drive shaft section (ref. 44 and ref. 45).
= In this section some basic elements are identified:
• The drive pulley (ref. 17) is spliced to the shaft by two keyless bushings type
"FX 10" (ref. 51).
» The two spherical roller bearings type CCW SKF mounted on the support that links to the frame (ref. 46).
• The rotation control device attached to the pulley and the collar placed on the shaft (ref. 53).
- To the left of the pulley is the hydraulic OKCS joint supplied by SKF (ref. 25).
• At both sides of the gearbox (ref. 20, 21) there are two locking units for the motion transmission of the reducers (ref. 32 and 31).
With reference to figure n° 12: Group control pulley rotation with shear rod (ref. 52) applied on the pulley (ref. 17) and the collar on the shaft drive (ref. 53).
1.1.3.1.1 ) Main reduction-gear and recovery type 500 with shrink disc (locking unit) Rossi Reduction-gear.
= At the end of drive shaft (ref. 44 fig. 11) it is mounted the gear unit (ref. 20 fig.11), which in this case is the reducer of size 500 supplied by Rossi Reduction-gear.
■ For a more efficient use of space inside the winch room and for a better access for rescue operation of "recovery" it is useful the application of hollow shaft with locking unit (ref. 31 and 32). This is the preferred solution for facilitating the not destructive inspections (magnetoscopic and dye penetrants) as required by current safety regulations for cableways. ■ For main gearbox (ref. 20) it has been chosen the type with locking unit on the motor side (ref. 31), while for the recovery gearbox (optional) it has been chosen the type with locking unit mounted on the opposite side to the engine (ref. 32) (although in this case it is an orthogonal axis reducer).
■ The gearboxes selected for the required number of revolutions according to the diameter of the drive pulley (ref. 17) and the maximum speed requested for the system.
■ Whilst the size of the main gearbox (ref. 20) is determined by the calculation of the maximum power required from a standing start on the maximum slope, for the recovery (ref. 21) reducer a smaller size has been selected because rescue operations must be carried out with limitations in the acceleration ramps and maximum speed because certain securities must be excluded from the control panel.
• In the specific case are applied Rossi reducers class 500:
■ For the main motor (ref. 29 fig. 6 and 9) it is employed the reduction-gear type with parallel shafts, with shrink disc (locking unit) on the motor side (ref. 31 fig. 6 and 8) and rpm output equal to 41,3 revolutions / min. (With initials R3I 500 UP1A_36.1)
» For the recovery engine (ref. 30 fig. 6 and 9) it is employed the reduction-gear type with right angle shafts, with shrink disc (locking unit) side opposite to the engine (ref. 32 fig. 6 and 9). The number of turns in output equals to 26,9 revolutions / min. (With initials RC2I U01V_56 500).
« The management of the acceleration curve and the rotation speed control is performed by an encoder located on the motor.
1.1.3.1.2) Engines.
=> The motors used in the winch are two:
■ The main motor (ref. 29 fig. 6 and 8) power of 560 kW 4-pole three phase supplied with encoder mounted group, the calculation is made on the maximum power required from a standing start on the maximum gradient.
■ The recovery engine (ref. 30 fig. 6 and 8) power is 400 kW 4-pole three phases supplied with encoder mounted on the engine. For recovery motor a smaller size has been selected because rescue operations must be carried out with limitations in the acceleration ramps and maximum speed because certain securities must be excluded from the control panel. 1.1.3.2 ) Breakdown of assembly of deflection pulleys and counterweight:
The deflection pulleys (ref. 16 and 18 fig.6; ref. 37, 38 and 41 fig.8; ref. 102 and 139 fig.
30; ref. 102, 118, 139 fig. 28) and the counterweight (ref. 104 fig. 28 and 30) are assembled on fixed (ref. 62 fig. 13) supports, the pulley is mounted on spherical type roller bearings (ref. 55 fig. 13) retained by external flanges (ref. 56 fig. 13) and spacers (ref. 57 fig. 13) mounted on the shaft (ref. 61 fig. 13).
« The inner spacer (ref. 63 fig. 13) to the pulley also serves as a restrainment in the event of a bearing failure (ref. 55 fig. 13).
■ Externally on the supporting frame for each pulley are mounted the correct attitude devices (ref. 27, 114 and 122 fig. 6, 7, 28 and 30) that provide a warning in case a failure occurs on the bearings (ref. 55 fig. 13) and the pulley inclination.
■ It's possible made the assembly of counterweight shaft (ref. 61 fig. 13) with a dynamometric shaft to check the tension on the traction rope.
With reference to figure n° 13: Assembly of deviation (ref. 54) pulley:
= The deflection pulley (ref. 54) is mounted on a pivot (ref. 61) fixed on the supports
(ref. 62) where the spherical roller bearings type CCW SKF (ref. 55) are positioned through spacers (ref. 57), between the two bearings is mounted the inner spacer with containment pulley (ref. 63).
=> Note: The insulation system of the pivot consists of not conductive bushings in nylon material positioned in the supports (ref. 58) and washers between the support (ref. 62) and the closure flange (ref. 60).
■ The complete pivot (ref. 61) is embedded in the nylon bushings (ref. 58) that are fixed in the support (ref. 62) and it has a few millimetres space between end of pivot and support. When it is closed in a pack compresses the external flanges (ref. 60) on the support that keep the pivot in position.
■ Positioning the outer screws, as predisposed both in the flange and in the support, the assembly can be performed without insulation.
1.1.3.3 ) Breakdown of horizontal pulleys:
The horizontal pulleys (ref. 39 and 40 fig.8; ref. 116, 117 fig. 28 and 30) are equipped with insulation material (ref. 65 fig. 15). They are assembled on a pivot (ref. 69 fig. 15) fastened to the structure (ref. 64 fig. 15) and between the pivot and the structure a nylon laminated insulating material (ref. 65 fig. 15) is inserted.
■ The bearings (ref. 55 fig. 15) are housed on the base of the pivot (ref. 69 fig. 15), the pulley (ref. 54 fig. 15) is mounted on spherical type roller bearings retained by external flanges (ref. 68 fig. 15) and spacers mounted on the shaft (ref. 63 fig. 15).
■ The inner spacer (ref. 63 fig. 15) to the pulley between the two bearings (ref. 55 fig.15) serves as a retainement in the event of a bearing failure.
■ The insulation of the pulley is composed by:
• A leafy inserted between the pivot and the pulley supporting frame (ref. 65 fig.15).
• Bushing inserted inside the holes drilled on the pivot base (ref. 66 fig. 15).
» A laminated washer on the upper base of the pivot (ref. 67 fig. 15).
• A metal washer placed over the laminated washer that has the function to distribute the force exerted by the attaching screws.
■ In addition, the inner diameter of the washer is increased to prevent any contact between the shaft-dispersive metal washer and mounting screws. = Outside on the supporting frame are mounted around each horizontal pulley some correct attitude devices (ref. 42 fig. 8) that provide a warning signal in case of a bearing failure of the bearings or a variation of the pulley inclination.
With reference to figure n° 14: Horizontal Pulley (ref. 54) with supports (ref. 64) With reference to figure n° 15: Detail of the pulley support (ref. 64) section where you can see the isolation made the pulley.
=> The horizontal deflection pulley is assembled on a pivot (ref. 69) fixed on the support (ref. 64).
= The bearings of type CCW SKF (ref. 55) are positioned through spacers, between the two bearings is mounted the inner spacer (ref. 63) with containment pulley in case of bearing failure. In this section it is visible the insulation system of the pivot fixed on the supporting frame consisting of:
■ A packed plastic leafy of insulating material that resists to vertical loads between the shaft and the mounting frame (ref. 65).
» Insulating sleeves fitted into the seats of the screws (ref. 66).
■ A laminated washer of insulating plastic material (ref. 67).
■ A metal washer that has the function to distribute the force exerted by the screws.
1.1.3.4 ) Horizontal deviation rollers assembly.
The horizontal deviation rollers (fig. 16 and 24) can deflect the rope 15 ° winding it on a diameter of R = 10000 m. The deviation between each roll (ref. 71 fig. 16 and 24) is equal to 3 ° (as per regulations).
» The rollers (ref. 71, 76 fig. 16 and 24) positioned on the sheet metal (ref. 74 fig. 16, ref.
115 fig. 24) of the frame are sliding on slots and they are guided by two screws (ref. 75 fig. 16 and 24) that follow the displacement on the axis parallel to the centreline of the deviation curve.
■ It is positioned on a frame (ref. 74 fig. 16, ref. 115 fig.24) which has the same inclination of the steady gradient of the line on which the rope enters.
As electrical safety devices there are shear rods (ref. 72 and 73 fig. 16 and 24) fitted in the inlet and outlet to of the rollers horizontal deviation, they detect the following conditions:
■ If the rope (ref. 34) falls from the rollers (ref. 71 fig. 16 and 24), the signal is interrupted to signal shared rod (ref. 72 fig. 16 and 24).
■ If the rope (ref. 34) passes over the rollers (ref. 71 fig. 16 and 24), the signal is interrupted to signal shared (ref. 73 fig. 16 and 24).
With reference to figure n° 16: Horizontal deviation rollers assembly at the output of the winch, it has an inclination equal to 2nd steady gradient.
=> It allows to position the rope (ref. 34) parallel the input traction rope at a distance of 900 mm.
=> In Detail with reference to figure of horizontal deviation rollers assembly with two shear rods (ref. 72 and 73).
- The horizontal shear rod (ref. 72) checked in case of fall down of the rope.
■ The vertical shear rod (ref. 73) checked in case of the rope passing over the rollers.
1.1.4 WINCH BRAKE SYSTEM.
The overall group winch (fig. 17 and 18) comprises the following components:
■ Three brakes on the pulley assembly:
• Two brakes for emergency braking (ref. 24 fig. 17 and 18). • One brake can be employed as a supplementary service brake or the emergency braking (ref. 23 fig. 17 and 18).
■ One service brake mounted between the reduction unit and main engine (ref. 22 fig. 19).
1.1.4.1 ) Brakes on the pulley.
Under the driving pulley (ref.17) are positioned the passive brakes (ref. 23 and 24 fig. 17 and 18), they operate only in case of decrease or total discharge of the pressure inside them. They are mounted on floating guides to allow a perfect alignment with the brake band of the pulley and the position of the open or closed brake is signalled by a micro- switch fitted inside them.
• Three brakes perform the following functions:
■ Two brakes for emergency braking (ref. 24 fig. 17 and 18).
■ One brake can be employed as a supplementary service brake or the emergency braking (ref. 23 fig. 17 and 18).
• The brakes are placed under the pulley with an independent, adjustable frame (ref. 50 fig.17) to match their action band with that one positioned on the pulley.
With reference to figure n° 17: Details of the emergency brake (ref. 23 and 24) mounting frame (ref. 50).
= It is supported by four pairs of legs internally mounted and they are joined by a horizontal metal sheet for tangential forces unloading (ref. 88).
=> The frame pulley (ref. 50) with the three brakes is adjustable on the brake band pulley with shims.
With reference to figure n° 18: Details of the frame (ref. 50) emergency brake (ref. 23 and 24) in front view.
=> The frame (ref. 50) of the three brakes (ref. 23 and 24) that they work on brake band pulley. They are positioned inside the frame pulley (ref. 47) with which they are united by a horizontal sheet (ref. 88).
1.1.4.2 ) Winch service brake.
The winch motoring system includes a service brake (ref. 22 fig. 19) mounted on the input shaft of the driving force reducer-gear (ref. 20 fig. 19).
» It (ref. 22 fig. 19) is passive type and intervenes when there is no pressure inside the cylinder. The pressure holds the brake open, when there is no pressure, a group of cups spring exerts the force required for braking. ■ The brake is assembled on self-floating rails and allow a good alignment of the disc
(ref. 82 fig. 19) during braking.
■ The micro-switches always signal the position of the brake (open or close).
With reference to figure n° 19: Details of the service brake mounted on the support, and connected to the engine frame.
=> The service brake disc (ref. 82) is mounted with a flange to the driving force input shaft in the main gearbox (ref. 20) and through "Elbe" (ref. 80) type cardan- joint to the engine (ref. 29).
1.1.5 SLOWDOWN MICRO OPERATING SEQUENCE.
Electronic management the system is obtained with the application of an encoder fitted on the driving pulley or on a deflection pulley (ref. 17), which it takes off the number of revolutions of the pulley (ref. 16 or 18 or 37or 38 or 39 or 40 or 41).
■ The system getting in this way a continuous monitoring of the vehicle position, it can perform the acceleration and deceleration ramps in the entry station and exit station. It can also change the speed in correspondence to the line shoes.
■ In correspondence to the stations, there are some the lever-operated micro-switches with automatic reset to check the correspondence with the position given by the encoder which is placed on the pulley for the deceleration ramps of the incoming vehicle at the station.
■ In the event of a difference between the position of the vehicle given by the encoder and the position detected by the micro-switch, the error could be due to slippage of the rope and therefore a reset in manual mode must be done. • Additionally, a manually resettable micro-switch is fitted to the end of the stop area.
In case this micro-switch is activated, the emergency braking (ref. 24, 23 fig. 18) must be applied on drive pulley (ref. 17 fig.18). With the help of the draught valve "Hawe", which discharges the hydraulic system on the vehicle and with the buffer action, the vehicle can be quickly stopped.
1.1.6 SAFETY DEVICES INSTALLED IN THE STATIONS.
Each pulley is equipped with an attitude controlling device, both on the drive pulley and on the deviation pulley (ref. 26 and 27 fig. 6; ref. 26, 27, 42 fig. 8; ref. 27, 114, 122 fig. 22; ref. 27, 114, 120, 122 fig. 28 and 30). ■ If case of a bearing failure (ref. 55 fig. 13, 15 and ref. 46 fig. 11), the pulley assumes a slightly inclined attitude, coming in touch with the containment sheets (ref. 26 and 27 fig. 6; ref. 26, 27, 42 fig. 8; ref. 27, 114, 122 fig. 22; ref. 27, 114, 120, 122 fig. 28 and 30), thus cutting off the circuit and providing the failure warning to the service personnel.
On the drive pulley (ref.17) the following electronic controls are installed:
• The rotation shaft control (fig. 12) with respect to the pulley in case of the keyless bushings failure (ref. 51 fig. 11).
• The centrifugal in case of an excessive rotation speed (+10 % of the normal pulley rotation speed) due to breakage of the transmission components.
• The normal attitude controls and the pulley containment structure (ref. 26 fig. 8 and
9) which detect the failure of a bearing with the inclination of the pulley.
• And the mechanical controls such as scrapes race (ref. 35 fig. 8 and 9) which serves to check and clean the seat of the pulley.
In each station, at the entrance or exit of each pulley, there have been placed the correct rope position devices (ref. 28, 43 fig. 8 e 9; Ref. 126, 119, 121 fig. 28, 30) (ref. 72 e 73 fig. 16) which are constituted by copper sheets, which in the event of the rope getting out of the pulley they make mass the rope, the system detects this abnormal condition and activates the emergency brakes.
■ The correct rope position devices are fitted at the entrance or the exit because if the rope comes out of its seat either in the incoming or out coming they provide a warning for this abnormal condition, because the system operates both clockwise rotation "CW" (vehicle climbing) and counter clockwise rotation "CCW" (vehicle descending). As an additional safety device, the installation of gates at the entrance to the winches rooms so that if someone enters this area, the micro-switches on the gates signals its opening with subsequent intervention of the emergency braking and sudden stop of the system. Only after a check and the reset of a safety device within the control panel in the station it is possible to restart the system.
1.1.7 ELECTRONIC DEVICES APPLIED.
The management of the whole system is performed by a ground-based station located near the uphill station (ref. 1 and 2), where it is possible to monitor, thru CCTV system. The people access to the uphill, downhill stations and on board vehicles. ■ This would allow to keep to the minimum the service personnel during the low people influx days.
• During the days of greater people influx it would be profitable the employment of service personnel to the uphill and downhill stations and on the vehicle, as well as a service personnel inside the management system control room.
■ The signal transmission from the vehicle to the control station is ensured by EAG patented system which provides for the installation of a transmitter and a receiver on board of each vehicle and a rope used for the induction signal.
=> The system foresees the electrically powered rails which ensure the recharging of the battery installed on board of the vehicle:
» The vehicle's battery will be recharged during the hours when the system is not operating and every time the vehicle stops in stations to let passengers in or out the recharge is performed thru electrically powered rails on station placed on the staple of line.
• On the vehicle it is foreseen the installation of electric generators (alternators) mounted on the wheel groups. This device provides for the battery recharging during movement and its advantage is to keep the number of the on-board batteries to a minimum. (Rotation speed of generator is 1700 rpm).
• If the electric power supply for the vehicle is not sufficient for the hydraulic operated lifting device, there could be a provision for the installation of pantograph in (station on a hill) or photovoltaic panels.
1.2 Returning station with the counterweight.
The returning and tension station can change depending on the type of system and winch installed. There are different types of counterweights:
■ For the double driving station system (ref. 1) the only solution is with the tensioning of the traction rope independently for each branch line, called COUNTERWEIGHT UNIQUE FOR EACH LINE (fig. 20, 21 , 22).
• For the system with the traction rope only for both path ways (ref. 2) the tensioning line can be performed:
. ONE COUNTERWEIGHT for both lines (fig. 26, 27, 28).
. DOUBLE COUNTERWEIGHT by installing one for each line (fig. 29, 30).
As a common safety element for all types of tensioning station, controlled access gates to the counterweight rooms have been foreseen. In case of unauthorised access to this facility, the emergency braking system operates immediately, and only after a check and a reset of a dedicated safety device on the control panel, it will be possible to restart the system.
1.2.1 RETURNING STATION AND TENSIONING BALLAST ROPE INDEPENDENTLY FOR EACH BRANCH LINE.
With reference to figure n° 20: View of the returning and tensioning station (ref. 3) of the pulling rope (ref.34) with independent counterweight (fig. 22) for each (ref. 6) with descent from both sides by stairs and by earth piles on either (ref. 101) side of the line of the vehicle.
With reference to figure n° 21 : View of the returning and tensioning station (ref. 3) of the pulling rope (ref. 34) with independent counterweight (fig. 22) for each line (ref. 6) with descent from both sides by stairs and by earth piles on either side of the line of the vehicle and with a view of only the vehicle frame (ref.85).
If a double line with independent motorizations is installed there will be the pulling rope tensioning independent for each line branch.
« For this facility it is foreseen the pulling rope (ref. 34) placed in the middle of the line and the centre line of the vehicle and the return line is placed at an offset of 900 mm.
1.2.1.1 ) Analysis of the rope route in the returning and tension station.
I With reference to figure n° 22: Counterweight double line whose composition is: I = The I s deflection pulley(ref. 102) that guides the rope onto the counterweight.
=> The counterweight (ref. 103, 104, 111) complete with pulley throat scrapers (ref.
105) that moves driven by 4 HEA fastened to the floor (ref. 106) and to the walls of rope anchoring (ref. 107).
=> The inclined pulley (ref. 108) at the outlet of the counterweight which deflects the rope of 900 mm
=> The horizontal roller conveyor (ref. 109) that ensures a horizontal deviation by entering 900 mm parallel to the input line.
=- Each pulley is complete with correct attitude checking devices (ref. 27, 122, 114) and correct rope position (ref. 110) checking devices placed between each pulley. The horizontal rollers deviation (ref. 109) has shear rod (ref. 72 and ref.
73 fig. 25) placed under and next to rollers deviation.
■ The ballast rope entering in the middle of the line winds up around the first deflection pulley (ref. 102 fig. 22) at the entrance of the local counterweight (ref. 86).
• On leaving the pulley, before entering on the counterweight rope (ref. 103, 104, 111 fig. 22) there is rope position control device (ref. 110 fig. 22).
■ When descending vertically, the rope is wound up around the counterweight (ref. 104 fig. 22) for 180°, the assembly of the counterweight pulley is the same as that of the deflection pulley. It's possible made the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
• The counterweight frame (ref. 103 fig. 22) carries the weights (ref. I l l fig. 22) necessary for the tensioning, that can be fitted vertically. On one side it is fitted a pulley position controlling device (ref. 114 fig. 22), which contains these parts in case of bearing failures.
• The pulley is provided with throat scraper pulley (ref. 105 fig. 22) for removing objects from the bottom of the race pulley both in clockwise and counter clockwise rotation.
■ The rope coming from the counterweight pulley (ref. 104 fig. 22) passes through the rope correct position checking devices (ref. 110 fig. 22) and it is wound up around an inclined pulley (ref. 108 fig. 22) deflecting the rope of 900 mm. The frame of the deviation pulley is mounted on the drums (ref. 123 and ref. 124) of the carrying ropes, over one side of the frame it is positioned a pulley correct position (ref. 114 fig. 22) for containment of pulley in the event of bearings failure. • After the deflection pulley there is a horizontal deviation roller (ref. 109 fig. 22) assembly that guides the rope (ref. 34) on the output line parallel to the input line. « The horizontal deviation roller assembly has shear rods fitted under and next to the deviation rollers (fig. 24 and 25).
1.2.1.2 ) Characteristic elements that compose the counterweight.
1.2.1.2.1 ) Counterweight Group.
The counterweight frame (ref. 103 fig. 23) carries the counterweight pulley (ref. 104 fig.
23) and the weights (ref. I l l fig. 23) necessary for the rope tensioning; they can be fitted vertically. The group is driven by four lateral wheels mounted on bearings for the HEA sliding (ref. 106 fig. 23).
« The four pillars in HEA (ref. 106 fig. 23 and 22) are fastened to the floor. And through a cross beam (ref. 107 fig. 22 or ref. 165 fig. 28 and 30) they are anchored to the lateral drums of carrying ropes (ref. 123 and 124).
■ At one side of the counterweight frame it is positioned a pulley position control device for the containment of the pulley in the event of bearings failure (ref. 114 fig. 23). » The counterweight is assembled with a pulley similar to the deflection pulley. It's possible made the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
« Above the frame are positioned two devices throat scrapers (ref. 105 fig. 22, 23, 28 and
30) whose function is preventing the entry of foreign object into the bottom of the pulley race during both clockwise and counter clockwise rotation.
■ Below the frame there are rubber buffers (ref. 113 fig. 23 and 24) to cushion any counterweight falls.
The electrical circuit of the counterweight is simply made up of one micro-switch to monitor the counterweight position as follows:
■ Upper safety position performed with automatically resettable micro-switch because there is no need to stop the system in case of indication. This position is reached when there is an excess of tension of the rope (ref. 34).
■ End stroke alert position performed by a manually resettable micro-switch. This condition can be reached if the precedent dangerous situation persists.
• The counterweight reaches the stop at the stroke limiting upper brackets. This condition requires that the plant must be stopped immediately. ■ Lower safety position performed with automatically resettable micro-switch because there is no need to stop the system in case of indication. This position is reached when there is excessive length of the rope. The elongation may be due to derailment of the rope or to a neck-in rope or stretch of the rope.
■ End stroke alert position performed with un-resettable micro-switches is achieved if the previous dangerous conditions persists.
• With the result that the plant must be stopped immediately.
• Another device provided is the pulley position control (ref. 114 fig. 23) it detects bearings failure as well as an abnormal pulley position.
With reference to figure n° 23: Diagram of the counterweight pulley (ref. 104) used for tensioning single or double line, by varying the number of weights (ref. I l l) applied over the structure.
=> To note:
» The structure counterweight (ref. 103) connected with four wheels allowing the sliding inside HEA (ref.106).
■ The positioning above the frame of two pulley throat scrapers (ref. 105).
■ The detail on the right represents the correct attitude controlling device (ref.
114) mounted on the frame (ref. 103) above the weights (ref. I l l) of the counterweight.
1.2.1.2.2 ) Horizontal deviation rollers assembly.
The horizontal deviation rollers (fig. 24) can deflect the rope (ref. 34) 15° winding it on a diameter of R = 10000 m. The deviation between each roll (ref. 71 fig. 24) is equal to 3° (as per regulations).
■ The rollers (ref. 71, 76 fig. 24) positioned on the sheet metal of the frame (ref. 115 fig.
24) are sliding on slots and they are guided by two screws (ref. 75 fig. 24) that follow the displacement on the axis parallel to the centreline of the deviation curve.
■ It is positioned on a frame (ref. 115 fig. 24) which has the same inclination of the steady gradient of the line on which the rope enters.
As electrical safety devices there are shear rods (ref. 72 and 73 fig. 25) fitted in the inlet and outlet to of the rollers horizontal deviation, they detect the following conditions: « If the rope falls from the rollers (ref. 72 fig. 25).
■ If the rope passes over the rollers (ref. 73 fig. 25). With reference to figure n° 24: Horizontal deviation rollers assembly at the output of the counterweight, it has an inclination equal to 1 st steady gradient.
=> It allows to position the rope parallel the input traction rope (ref. 34) at a distance of 900 mm
■ The adjusting screws (ref. 75) are located laterally to the rollers (ref. 71, 76), they allow the adjustment with the screws of support rollers sliding into the slot. (It see in 2 nd view) (ref. 115).
With reference to figure n° 25: Detail of horizontal deviation rollers (ref. 109) assembly with two shear rods.
= The horizontal shear rod checked in case of fall down of the rope (ref. 72).
= The vertical shear rod checked in case of the rope passing over the rollers (ref. 73).
1.2.2 TENSIONING OF THE SINGLE PULLING ROPE FOR BOTH LINES.
If in the system is installed a single independent motorizing line, there will be only a single tensioning of the pulling rope (ref. 34) for both lines (fig. 26 and 29).
• The system has a single pulling rope passing through the winch and connected to the centreline of the vehicle and placed in the centre of the pathway (ref. 7 fig. 26).
• The line connected to the lower part of the vehicle performs the function of ballast return traction rope. By closing the lower line, it performs the function of tensioning the system through the counterweight(s) (fig. 28 or fig. 30).
• Due to the peculiarities of the plant, the pulling rope placed in the centre line of the vehicle also has function of system security, because its tension increases the load exerted by the vehicle on the carrying ropes.
■ The value of load increase on the carrying rope is proportional to the distance of separation from the position of the axis of the pulling rope leaning on the roller and placed at the exit axis from the vehicle frame.
It is to be highlighted that the deviation on the horizontal pulleys, for the diverting from line 1 to line 2, results in the deformation of the rope that absorbs the force from the rope tensioning.
■ This concept permits to identify two types of systems:
. ONE SYSTEM WITH A SINGLE COUNTERWEIGHT, which it is the classic type (fig. 28).
. ONE SYSTEM WITH DOUBLE COUNTERWEIGHT that allows to split the load necessary for every line of counterweight (fig. 30). 1.2.2.1 ) Tensioning of the pulling rope for both lines WITH ONE counterweight (fig. 28).
With reference to figure n° 26: Full view of the station (ref. 4) -with one counterweight and single rope (fig. 28), it can be noticed the positioning of the pulley on the roof (ref. 118) for the insertion of the rope on the 2 nd line and the vehicle at the station without cage (car for passengers) (ref. 85).
With reference to figure n° 27: External view of an underground station counterweight (ref. 4) with single counterweight (fig. 28) and pulley on the roof (ref.118).
The counterweight with a single rope (figure n°28) is the system that requires only one single counterweight, and consists of:
■ Line with jumpers and one central roller (ref. 131 fig. 26 and 27).
■ Single Counterweight with horizontal deviation pulleys for shifting from line 1 to line 2
(fig. 28).
For this configuration, it is necessary to position the counterweight at the middle of the line.
■ The rope (ref. 34) comes in on the first deviation pulley (ref.102 fig. 28), at the exit the rope winds up on the counterweight pulley (ref. 103, 104, 111 fig.28), then at the exit of the counterweight (ref. 104 fig.28), the rope is deflected by a pulley by 90 0 vertical (ref.139 fig.28) and winds up on a horizontal pulley (ref. 116 fig.28).
■ The rope passes towards the second line. It winds up on another horizontal pulley (ref.
117 fig. 28) and is deflected over a pulley positioned vertically above the roof (ref.
118 fig.28). These pulleys put the rope in the center of the second line.
The counterweight (ref. 103, 104, 106, 111 fig.28) is described in the section "Characteristic elements that compose the counterweight", which is applied in the other two types of counterweight.
1.2.2.1.1 ) Analysis of the course rope in returning in counterweight station.
With reference to figure n° 28: Scheme complete with one counterweight with two lines.
= Counterweight (ref. 103, 104, 106, 111 fig.28) is added in the center of line 1 from which the rope comes out and is deviated by 90° (ref. 139). It enters in the horizontal pulley (ref. 116 and 117) from which it comes out through a deviation generated by a pulley located above the roof (ref. 118).
■ The pulling rope (ref. 34), entering in the middle of the line (ref. 7 fig. 26 and 27) winds up around the first deflection pulley (ref. 102 fig.28) placed at the entrance of the counterweight place.
• When exiting from the pulley (ref. 102 fig. 28), the rope passes through the rope correct position checking device (ref. 126 fig. 28) which has been studied so that it controls movement along the axis parallel to the counterweight and permits movement of the rope limited to changing of position which assumes during the counterweight (ref.104 fig. 28) stroke.
■ The rope going down vertically inclined of 5°, it winds up around the counterweight
(ref. 104, 103, 111 fig. 28) for 190°, the counterweight is assembled with a pulley similar to the deflection pulley. It is possible made the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
• The frame of the counterweight carries (ref. 103 fig. 28) the necessary weights (ref.
I l l fig. 28). The weights, for tensioning, are installed vertically. On one side of the pulley it is fitted a correct position checking device (ref. 114 fig. 28) for the containment of the components in case of bearing failures (ref. 55 fig. 13).
« The pulley has a groove scraper (ref. 105 fig. 28) for removing dirt and particles from the pulley groove during clockwise and counter clockwise rotation.
« The rope exiting with an inclination of 5° from the counterweight pulley (ref. 104 fig.
28). It passes through the rope correct position checking devices (ref. 126 fig. 28) which have the function of controlling the movements along the axis parallel to the counterweight and it permits the rope moving limited to the position change which assumes during the counterweight stroke.
• It winds up around a pulley (ref. 139 fig. 28) mounted on the upper cross beam (ref.
165 fig. 28) of the counterweight with the pulley axis parallel to the counterweight a pulley positioned on the upper beam of the counterweight pulley with an axis parallel to the counterweight. The counterweight frame is fixed above the drums (ref. 123 and 124) of the carrying ropes and one side it is mounted a correct position checking device pulley (ref. 122 fig. 28) for containment in the event of bearings failure. ■ Leaving the pulley located above the counterweight, the rope winds up for 90 ° above a horizontal pulley (ref. 116 fig. 28); at its output there is a rope position control device (ref. 119 fig. 28). The rope passes under the stairs leading to the counterweight room through a rope position control device. Then it enters in the second horizontal pulley (ref. 117 fig. 28).
The rope winds up at 90° on the second horizontal pulley (ref. 117 fig. 28) and is diverted upwards from the pulley placed above the roof (ref. 118 fig. 28) and then enters in the centre the second line (ref. 7 fig. 26 and 27) passes through a rope position (ref. 121 fig. 28).
1.2.3 TENSIONING OF THE PULLING ROPE IS UNIQUE FOR BOTH LINES WITH DOUBLE COUNTERWEIGHT.
This study with double tension on the pulling rope is designed to increase the grip of the vehicle on the track rope in the most difficult situations where there may have vehicles exposed to the wind.
■ Especially on the second line where if it is tensioned with a single counterweight passing through the horizontal pulleys there could be an a slightly lower tension in the second line as a result of the forces absorbed by the different winding angles carried by the pulling rope in the passage from one line to another.
With reference to figure n° 29: It is represented the lower station (downhill) completely underground (ref.5).
= It has two counterweights a single rope (fig. 30).
1.2.3.1 ) Analysis of the rope run in the return and tensioning station with two counterweights.
With reference to figure n° 30: This figure shows the location of the pulleys in the double counterweight in particular the following elements are highlighted:
=> The inlet pulley (ref. 102) that deviates the rope towards the counterweight pulley (ref. 104).
= The counterweight pulley which is free to slide through the 4 HEA (ref. 106) that they work as guide.
= The rope exits from the counterweight pulley (ref. 104) and enters in the deviation pulley (ref. 139). => Thru two horizontal pulleys (ref. 116 and 117) the rope passes to the pulley that deviates the rope to the second counterweight (ref. 139).
=> The 2 nd counterweight pulley (ref. 104) which is free to slide through the 4 HEA
(ref. 106) that work as guide.
= The inlet pulley (ref. 102) that deviates the rope towards the second line (ref. 7). The pulling rope (ref. 34), when entering centrally of the line (ref. 7 fig. 29) winds up on the first deviation pulley (ref. 102 fig. 30) installed at the entrance to the counterweight room (ref. 125).
■ The rope, when exiting from the pulley (ref. 102 fig. 30), passes through a correct position checking device (ref. 126 fig. 30), whose function is to control movement along the axis to the counterweight and at the same time it permits limited movement of the rope when the counterweight changes the position during the run.
• The rope when descending vertically inclined of 5° winds up on the counterweight for 190° (ref. 104 fig. 30), the counterweight is assembled with a pulley similar to the deflection pulley. It's possible to make the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
» The counterweight frame (ref. 103 fig. 30) carries the necessary weights (ref. I l l fig. 30). Necessary for the tensioning of the rope. They are inserted vertically.
By one side of the pulley it is fitted a correct position checking device pulley
(ref. 114 fig. 30) for containment of the components in case of bearings failure. ■ The pulley is provided with a groove scraper (ref. 105 fig. 30) necessary for removing dirt and particles from the groove of the pulley of the race pulley during the clockwise and counter clockwise rotation.
« The rope exits with an inclination of 5° from the counterweight pulley (ref. 104 fig. 30) It passes through the correct position checking device (ref. 126 fig. 30) whose function is to control movements along axis counterweight while permitting limited movement of the rope (ref. 34) when the counterweight changes its position during the run.
■ The rope continues its run with an inclination of 5° and winds up around a pulley (ref.
139 fig. 30) mounted to the upper cross beam of the counterweight (ref. 165 fig. 30), with the pulley axis parallel to the counterweight whose mounting frame is fitted above the drums (ref. 123 and 124) of the carrying ropes and at one side there is a pulley checking device (ref. 122 fig. 30) for containing the components in case of baring failures.
• Leaving the pulley (ref. 139 fig. 30) located above the counterweight, the rope is wound for 90 ° above a horizontal pulley (ref. 116 fig. 30) to the output of which is placed a rope control position (ref. 119 fig. 30). It passes under the stairs leading to the counterweight room it comes through second checked position rope (ref. 119 fig. 30) and it's would on the second horizontal pulley (ref. 117 fig. 30). ■ The rope winds up for 90° around the second horizontal pulley (ref. 117 fig. 30) and then enters into the deviation pulley (ref. 139 fig. 30), which diverts the rope downwards with an inclination of 5° with respect to the vertical. The rope passes through the correct position checking devices (ref. 126 fig. 30) and then winds up around the counterweight pulley for 190° (ref. 104 fig. 30).
• The assembly of the counterweight pulley (ref. 104 fig. 30) and the structure (ref.
103, 111, 106) are that the same as those installed in the 1 st line. It is possible made the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope.
• The rope exits inclined of 5° from the counterweight pulley. It passes through the rope correct position checking device (ref. 126 fig. 30) whose function is to control movement along the axis pulley counterweight whilst permitting limited movements of the rope when the counterweight changes the position during the run.
« The rope continues with an inclination of 5° and it winds up around the deviation pulley (ref. 102 fig. 30) mounted over the structure of the counterweight, then runs in the middle of the second line (ref. 7 fig. 29 ).
With reference to figure n° 31: Scheme of the single rope counterweight with two counterweights (ref. 106 and 107, 165). The counterweight is shown from upstream (from the line) to downstream (external line).
=> The detail of the pulleys positioned above the two counterweights (ref. 139):
■ In the foreground, left side, is the inlet pulley (ref. 102) in the station that receives the rope (ref. 34) from line 1 and lets it slides into the counterweight.
■ When exiting from the 1 st counterweight the rope is diverted (ref. 139) towards the horizontal pulleys (ref. 116 and 117) via another pulley positioned above the counterweight (ref. 139). The rope (ref. 34) enters in the second counterweight (ref. 106 and 107) and winds up around a deviation pulley (ref. 102) then passes to the line 2.
1.3 Path way.
=> This plant is a new type because it uses the ropes as the runway, to enable the vehicle to pass over it (ref. 6 and 7).
■ The runway is made of ropes with a diameter of 60 mm minimum, on this rope works the emergency brakes of the vehicle (ref. 217 fig. 67). They are wound around two drums of station (ref. 123 and 124), they are located in the drive station and in the return station.
» The drums of the station are covered of wood and they have a diameter equal to 100 times the diameter of the rope (ref. 33) and after 5 windings on them the ropes are fixed means of a structure of carpentry (ref. 134 fig. 33) with clamp (ref. 135 fig. 33). The structure of carpentry transmits the draught to HEA (ref. 136 fig. 34) place within plinth.
■ This study is based on this principle, because the carrying rope having a diameter of 60 mm is the MINIMUM VALUE FOR THE CORRECT WORKING of all devices that interact on its in correct way.
• The increase of carrying rope diameter is possible, because during the design of the anchorage drums of the ropes requirements for further future system implementations have been kept into account.
• In the vehicle the increasing of carrying rope diameter requires some modifications.
An increasing of carrying rope (ref. 33) diameter improves the functional features of every component on it in favour of the safety.
■ It is necessary to modify the wheel's group (ref. 209 and ref. 210) in particular the working on wheel (ref. 222), the sliding of brake (ref. 217).
« Another modification is required to the jumper where the increasing of carrying rope diameter change the clamps of jumper (ref. 147).
> All these modifications required by the increasing of rope (ref. 33) represent an advantage for the system safety.
1.3.1 CARRYING ROPES.
=> Carrying ropes (ref.33) are subjected to a draught "T" of tensioning the same for both ropes. It ensures the viability of the vehicle. The tension value is in relation to the tension of the traction rope. ■ Since both ropes are made of the same material and of equal diameter, it is considered that during exercise they have always the same thermal expansion.
■ The type of rope used is shown in the table of the technical catalogue Redaelli for cableway corresponding to the type "Aerial Tramways".
The decision to carry out a double attack carrying rope (ref. 134 and 135 fig. 36) is dictated by some project choices:
■ By doing an analysis of the load variability to the system, it would be difficult to determine the position of lines of vehicles if the carrying rope is counterweighted because at each variation of the load it would be found a new position of stability of the system.
■ Instead, by double fixed anchorage the position of the carrying rope it has a variation in the relation of the only stress due to the weight of the vehicle. This variation must be considered during the project system.
• Also it is important to relate the strength of tension "T" exerted by the counterweight on the traction rope with the force of tension to which the system tends the carrying ropes. It must be considered that with the application of the load, the carrying ropes have the local deformation where there is the vehicle.
« The system should tension the carrying rope so that its curve is deformed as similar as to the deformed traction rope which is subjected to a tension "T". But the counterweight must give tension so that it is able to ensure the transmission of the traction force at the driving pulley.
1.3.1.1 ) Protection of carrying ropes.
The carrying rope (ref. 6 and 7) located at a distance less than 4 meters from the contour of the land must be protected under it from access of the people.
■ To execute this requirement it must be placed the wires netting (ref. 9 fig. 3, 21, 32), in the following figures it can be seen as the driving station, return station and the tension and the shoe of line can be delimited with a limited impact on the view.
• With reference to figure n°3 you can see the representation of the protection in driving station with wires netting (ref. 9 fig. 3) to sides of pathway. Wires netting protect passage of carrying ropes for height less of 4 meters from ground profile.
• With reference to figure n°21 you can see the representation of the counterweight station with wires netting (ref. 9 fig.21) at side of pathway and where the ropes passage at a height of less than 4 meters from ground level. ■ With reference to figure n°20 It can note the carry-over of the ground on one side of the station reduces the extent of wires netting (ref.9).
With reference to figure n° 32: Schematic representation of the pathway on the deviation shoes (ref. 133). Wires netting protect the area where the carrying rope passage at a height less of 4 meters with respect to the ground profile.
1.3.2 GROUP ATTACK CARRYING CABLE.
= The attack of carrying rope (ref. 33) comes after the rope has to make five windings on the drum (ref. 123 and 124). The attachment rope at the attack rope group is placed on a plinth (ref. 137 fig. 34, 35) that it has in the centre a HEA (ref. 136 fig. 34, 35). The carpentry of attack rope (ref. 33) transfers the force at the HEA (ref. 136 fig. 34, 35) for transmission of the loaded at the cement structure.
• The carrying rope loop inside the structure (ref. 134 fig. 33) is secured by two safety clamps (ref. 135 fig. 33) that they make a reaction on the structure of carpentry.
• For correct sizing of clamps (ref. 135 fig. 33) it's necessary that only one terminal of the structure take the draught and the other terminal of equal capacity is the safety device.
• A characteristic of this system is that the coupling system of the terminals (ref. 135 fig. 33) is mobile.
■ This characteristic is necessary to allow for correct positioning of the rope (ref.
33) during the course of the five windings necessary of the rope for the demands of regulatory controls to be performed on the rope.
> Because for the current safety regulations, it is necessary to scroll the carrying rope. This operation consists of carrying a ring every five years in order to make a visual inspection on the carrying rope.
With reference to figure n° 33: Group attack clamps at the carrying rope:
=> It can be seen the same constructive elements of the group:
■ The two clamps hooked on the rope (ref. 135).
■ The frame carrier (ref. 134).
= It can be seen the runway of the clamps is limited by two ribs placed on the right and on the left of the structure (ref. 134).
= While a sheet metal top and one bottom limit the movement vertically and perform the function of the load. With reference to figure n° 34: View the complete anchorage and carrying ropes in drive station:
= The carrying rope (ref. 33) into the station is wound around the drums (ref. 123) of the stations covered in wood and exits going to anchorage the rope at the carpentry fastening (ref. 134) of the clamps of the station (ref. 135). With reference to figure n° 35: In this image it can be seen the assembly structure (ref. 134) through anchor bolts at the base of the plinth (ref. 137) while the HEA (ref. 136) being inside in the aperture in bottom shave of carpentry structure to take off the load.
With reference to figure n° 36: This figure shows that for each line there are two groups attack carrying rope (ref. 134) at a distance equal to the centre distance of the carrying ropes (ref. 33) for every path way (ref. 6 o ref. 7).
1.3.3 APPLICATION OF THE HYDRAULIC TENSIONING TO THE COUNTERWEIGHT.
=> Currently the system is equipped with an anchoring system fixed at two points by the carrying rope (fig. 36) and a counterweighted system for the traction rope (fig. 22, 28, 30):
« In this system some improvements could be applied to obtain a strain most similar between traction rope (ref. 34) and the carrying rope (ref. 33), they could be:
• Create a counterweight with hydraulic tensioning (fig. 37) that allows variation of the tension of the traction rope (ref. 34 fig. 37, 38) according to the variation of the load. It makes the assembly of counterweight shaft with a dynamometric shaft to check the tension on the traction rope or with the dynamometric pivots placed between the cross-beam (ref. 142 fig. 37, 38) and the support fixed on the guides counterweight (ref. 106 fig. 37, 38).
■ However, hydraulic tensioning should be managed electronically because variation the pressure on the cylinder of the counterweight should occur according to the variation of the load that acts on the carrying rope (ref. 33). It must have minimum pressure of the value for maintaining a minimum tension on traction tension because the rope doesn't slip on the driving pulley (ref. 17).
« The hydraulic tensioning of counterweight (fig. 37) can be used during the emergency braking because when the vehicle makes the emergency braking, it can send a signal to the station for increasing tension in traction rope. It increases the tensioning of traction rope the vehicle is more raising at the carrying rope and it can avoid going down from the rope by side wheel (slip off the pulley).
» Create a saddle deflection sliding on the guides allow for better tension of carrying and traction ropes in case it is necessary to recover the dilatation ropes very high.
• Insert a saddle for every anchor drum that it allows the tensioning of each single rope.
■ In any case it is important not to create two systems totally independently movable one from the other because it is too difficult to find a balance point common to every-one of the system.
With reference to figure n° 37: In the figure it can see the application of the hydraulic tensioning on the counterweight. This system is applied at the counterweight illustrated in figure n° 22, 28 and 30.
=> The system of hydraulic tensioning is placed at both side of the counterweight and it has a beam (ref. 142) placed between the two guides counterweight (ref. 106) The beam (ref. 142) is fixed on it (ref. 106) with the dynamometric pivot. The system through dynamometric pivot know the strain applied at the counterweight.
=> The hydraulic cylinder (ref. 141) is put on the beam (ref.142) by mean of bolted on the steel plate over the cylinder.
= A metal structure for attack the cylinder rod at the counterweight pulley is place over the its frame (ref.103).
=> The reference n°144 illustrate the position of the metal structure (ref. 143) at the maximum elongation of the cylinder.
=> At the side of the counterweight frame (ref. 103) with axis parallel to the counterweight pulley are placed two guide (ref. 145) with metal roller. It works on the central wing of the steel section HEA. It allows to center the counterweight during its motion.
=> In the second view of the figure it can see the counterweight with the additional weight (ref. I l l), it allows to make a previous tension and it is added the hydraulic tensioning (ref. 141).
With reference to figure n° 38: Frontal view of the counterweight with the system of hydraulic tensioning with the cylinder (ref. 141), it is bolted on the beam (ref. 142) fixed at the profile HEA (ref. 106) with dynamometric pivots. It applies the correct pressure thought the structure with ref. 143 at the frame (ref. 103) of pulley counterweight (ref. 104) for tensioning the traction rope (ref. 34).
=> In the figure it can see the counterweight with the weight (ref. I l l) that makes a previous tension.
1.3.4 JUMPERS OF LINE (U-BOLTS OF LINE).
= In carrying rope (ref. 33) here are hooked jumpers of line that can be:
• Type with single roller (ref. 131 fig. 26 and 27).
• Type with double rollers (ref. 11 fig. 3 and 4).
■ The application of the type with single roller (ref. 131) or double roller (ref. 11) depends exclusively on the type of plant chosen:
• If you use the drive system with independent winches (ref. 1) it is necessary to use the jumpers (fig. 39) with double rollers (ref. 11) to allow the passages of both the branch of the going and return of traction rope for each line installed. » If you use the drive system with winch unique (ref. 2) and deviation pulleys is necessary to use the jumpers (fig. 40) with single roller (ref. 131 fig. 26 and 27), the traction and ballast ropes are unique for both lines.
« The rope loop will be unique, for the part upstream of the vehicle and it serves as traction on both lines (traction rope), while for the rope located downstream of the vehicle, it will work as ballast rope.
With reference to figure n° 39: View of the jumper (ref. 11) with double rollers (ref.
150).
=> Lateral view of the jumper of line with:
■ View of the double leading to avoid collision with the vehicle. It's made with two concave sheet metal (ref. 148).
" Clamps to hitch the carrying rope (ref. 147)
» Two rollers of line (ref.150).
With reference to figure n° 40: View of the jumper (ref. 131) with single roller (ref.
150). 1.3.4.2 ) The principles of operation of single or double rollers jumpers.
=> The hooking system of the jumper is performed through clamps with jaws (ref. 147), each jaw is performed on a seat of the diameter of the rope (ref. 33), the two jaws that hook the rope are different:
« The first jaw (ref. 147), more external, hooks the rope above the axis of the rope (ref.
33).
» The second jaw (ref. 147), internal, hooks the rope at the axis of the rope (ref. 33). With reference to figure n° 41 : Scheme of sealing clamp (ref. 147) jumper line. The upper figure illustrates that the value of 58.36 mm is obtained considering two most extreme points of the jaw (ref. 147).
■ The seal of the clamp is guaranteed because the joining of the two most extreme points of the jaw is above the axis rope, so that the line joining generates a chord of length less than the diameter of rope (ref. 33) which in this case assumes the value of 58,36mm.
» Taking into account the length of the jaws (ref.147) and the pressure that is generated by the closing of the screws of union, the interference guarantees seal to the rope (ref. 33).
• This value can be increased by decreasing the distances between the wheel profile and the jaws, it is currently placed at 5 mm respect any external profile of the jaw.
■ On each jaw (ref. 147) is performed (fig. 94) under a machining profile of the jaw that hooks the rope, it serves for the passage of the roller (ref. 218) containment of the rope (ref. 33).
• In particular, for the passage of the tooth retaining at the rope of the vehicle, the tooth is useful if the wheel of the vehicle is raising from the rope profile (fig. 94). With reference to figure n° 42: The upper figure shows that:
=> The value of 58.36 mm obtained from the previous construction (fig. 41) is the minimum theoretical value because:
« If a clamp (ref.147) unhooks, it would rotate about the axis of the other rope (ref. 33) which track a trajectory of radius 3227mm. This rotation generates a chord on the rope of 56.8 mm. Further increasing the value of the interference to 3.2 mm against previous 1.64 mm.
= In the detail of the figure shows the construction scheme of the trajectory calculation referring to the rope opposite.
In the case of a jumper unhook from the rope at the sides of its have been positioned concave surfaces (ref. 148 fig. 39 and 40) of the metal sheets that by interacting with the lateral guides of the wheels vehicle (ref. 211 and 212 fig. 63) allow a repositioning in the event of unhook by the rope (see in the following in the analysis section about the passage vehicle on components of line).
Last element placed on the jumpers (ref. 11 and 131) is the sheet metal containment (ref.
149 fig. 39 and 40) of the traction rope (ref. 34) or carrying rope (ref. 33) in the case of derailment site.
■ In such situation the rope slipping on the sheet (ref. 212 fig. 44) of anti-derailment placed on the vehicle performs the signalling of derailment occurred the breaking of the shear rod (ref. 219 fig. 44).
« This sheet (ref. 149 fig. 44) allows preventing retention of the rope by possible overlap with the traction rope (ref. 34) or with the other carrying rope (ref. 33).
The assembly of the rollers line (ref. 150 fig. 39 and 40) is executed with classic system with pivot, spacers and bearing. The load acting "F" on roller is limited the value of "a" is calculated as the arrow of the rope (ref. 34) between each jumper (ref. 11 or ref. 131) considers the draught exerted by the winch and the tension "T" given by the counterweight on the traction rope.
• It may be also possible there is no need to install jumpers for some line profiles.
Another important function of the jumpers is to keep constant the distance along the line of the carrying ropes (ref. 33).
■ For the position of jumpers, it is not only to be considered the minimization of the arrow of the traction rope but it will require the placement at regular intervals along the line to avoid the action of lateral forces due to variations of distance of the carrying ropes.
With reference to figure n° 43: Detail of the passage of the jumpers (ref. 11) on the left side.
=> It can be noted how the vehicle (ref. 211) passes without interferences in the case of the correct position of the jumpers (ref. 11, 147, 148).
= In the case of internal derailment of the carrying rope (ref. 33) it flows on the sheet of anti-derailment (ref. 211) inside the frame rope and reaches the metal sheet placed (ref. 149) on the jumpers containing the carrying rope. => The carrying rope (ref.33) during the way after the derailment by the wheels (ref.
222), it signals the event with break of shear rod (ref. 219).
With reference to figure n° 44: Detail of the passage of the jumpers (ref.11) on the right side.
=> In this situation it can be seen the total symmetry with the left side shown in the previous image (figure above fig. 43).
= In this front view it can be seen the anti-derailment sheet (ref. 212) with shear rod (ref. 219) located along the "path" that would make the carrying rope (ref. 33) in case of internal derailment. The rope after breaks the shear rod (ref. 219) ending with the hook on the welded plate (ref.149) on the jumpers.
1.3.5 SADDLE LINE.
= The saddle line (ref. 133 fig. 45 and 132 fig.2) is a carpentry structure (ref. 151 and 152 fig. 45). It supports the carrying rope (ref. 33) to wheelbase of 3200 mm and which are guided for a height equal to half the diameter of the rope.
• Inside of the saddle are positioned the rollers line (ref. 150 fig. 45) that divert the traction rope (ref. 34 fig. 45) of the required angle.
• The series of rollers (ref. 150 fig. 45) positioned inside of the saddle can be single or double, according to the drive system. If the winch is double (fig. 5), there is traction rope for every line and it requires double roller (ref. 133 fig. 45). If the winch is single (fig. 8), there is traction and ballast rope in common at both lines and it requires single roller (ref. 132 fig. 2) positioned in middle for every line.
• In the analysis of the vehicle with passage of the saddle deviation (fig. 86 and 88) it can be seen that the rollers of the saddle of deviation must be lowered further with respect to the axis of the rope in the vehicle. This because the vehicle frame (ref.
200 fig. 45) that follows an optimum trajectory between the points that link the rolling planes of the wheel.
With reference to figure n° 45: Figure representing the saddles of deviation (ref. 133) of the line for the driving station to double winch (fig.5), with double rolls of deviation.
With reference to figure n° 46: In this figure it is shown the vehicle (ref. 301, 251, 252, 254, 259, 260, 201) with leveling cylinders (ref. 250) to perform the verification that with these additional bulk there is no contact with the rollers (ref.150) and / or saddle carpentry (ref. 133).
With reference to figure n° 47: Vehicle passage (ref. 200, 209, 210, 211, 212, 251,
252, 254) on the saddle (ref. 133) side view - top, following this section will be performed further studies in this regard.
=> It can be noted the optimization of the trajectory of the frame (ref. 200) that by executing the above rolling carrying ropes (ref. 33).
1.3.6 CARRYING ROPES POSITIONING GROUPS.
This is the most important aspect for the entire system because it is important that at exit of the driving station (ref. 1 and 2) and at entrance of tensioning and counterweight station (ref. 3, 4, 5) the distance between the carrying ropes (ref. 33) is always observed.
■ To obtain this result it is necessary to equip the system with a double system for positioning of the carrying ropes:
• One crosspiece which determines the distance of the carrying ropes (ref. 153 fig. 48)
(called "crosspiece wheelbase ropes").
• Two fixed lateral ropes stops (ref. 156 fig. 52) which perform the function to correctly position the rope respects to the station allowing to correct errors up to 60 mm while the crosspiece previous maintaining the wheelbase (ref. 153 fig. 48).
1.3.6.1 ) Carrying ropes distance crossbeam.
The ropes (ref. 33) positioned on the drums (ref. 123 and 124) of the station, may assume varying distances between them of several mm, depending on how they are positioned on drum.
■ To avoid this, a crosspiece (ref. 153 fig. 48) in the mountain station of the exit of drums
(fig. 49, 50, 51) and a crosspiece (ref. 153 fig. 48) at the entrance of drums to the valley station must be installed (fig. 53 e 54).
■ This would give a constant wheelbase (ref. 33) and decreases the lateral forces that may be excessive on first jumper (ref. 11 or ref. 131).
» While along the line the distance is kept constant by jumpers (ref. 11 and 131).
The carrying ropes crossbeams (ref. 153 fig. 48) that are attached to the ropes (ref. 33) are composed as follows:
« With two clamps seat at "V" (ref. 154 fig. 48) connected by a tubular element (ref. 155 fig. 48), the length of which determines the distance of the ropes (ref. 33) that gives the value of wheelbase. » In the middle a groove has been obtained to allow passage over the rollers of the rollers deviation device (ref. 19 and 109) (where necessary).
With reference to figure n° 48: Design of carrying ropes distance crossbeam (ref. 153) with wheelbase of wheels trolley.
With reference to figure n° 49: View of the installation of carrying ropes distance crossbeam (ref. 153) and the lateral ropes fixed abutment (ref. 156) in the space next to the drum anchoring ropes (ref. 123) in the local winch (ref. 86) in the side internal station.
With reference to figure n° 50: View of the installation of the crossbeam (ref. 153) and fixed pendant lateral rope (ref. 156) next to drum anchoring ropes (ref. 124) in the local winch.
=> View of the external side of the station.
With reference to figure n° 51 : View of the installation of the crossbeam (ref. 153) and fixed pendant lateral rope (ref. 156) in the winch local (ref. 86) next to the dram (ref. 123 and 124).
■ View of internal side of the station.
=> To note the correct position next to drum of the station (ref. 123 and 124) and between the beams roof (ref. 87) and horizontal rollers deviation (ref. 19) device where there are. (in the driving station with double winch fig. 5).
1.3.6.2 ) Lateral ropes fixed abutment.
In addition to determine the position between the two carrying ropes (ref. 33), it is important to be able to place the ropes in the correct position relative to the compartment winch (ref. 86) and/or counterweight (ref. 125).
• To obtain this, it has been created a lateral guide (ref. 156 fig. 52). It is positioned at the exit of the drum of the station (ref. 123 and 124). It is composed by a guide with circular seat (radius carrying rope) (ref. 158 fig. 52) that it moves, for adjustment, with the action of the screws (ref. 159 fig. 52).
• The guide (ref. 158 fig. 52) with circular seat is between the welded sheets on a base plate (ref. 157 fig. 52), it can move ± 30 mm with reference to the theoretical position.
■ The two "lateral ropes fixed abutment" (ref. 156) are positioned on the drums of ropes where they are linked. With the action on the adjusting screws (ref. 159 fig. 52) is executed with an operation of centering of the carrying ropes (ref. 33) with respect to the rest of the system.
■ This device is mounted outside of the carrying rope (ref. 33) in both stations (ref. 86 and 125) and on the line that exits from the drum anchor ropes station (ref. 123 and 124). With reference to figure n° 52: View of the "centering" ropes device of the path way (ref. 156).
=> The two screws for each side are used for the adjustment (ref. 159), while the guide with circular seat (ref. 158) is locked with two side screws.
=> The device is doweled to the side walls (ref. 157).
With reference to figure n° 53: Devices (ref. 156, ref. 153) placed after the rope drum station (ref. 123), it is viewed from the outside towards the inside of the containment in the counterweight station (ref. 125).
= It can be seen how the work performed on the crossbeam (ref. 153) is made for passing over traction rope (ref. 34).
With reference to figure n° 54: Seen from the inside to the outside of the containment devices rope (ref. 156) in counterweight station (ref. 125).
=> It can be seen the control system position rope (ref. 156) and terminal crossbeam (ref. 153) for determination of the distance.
1.3.7 GROUP END LIMIT BUMPERS.
The deceleration of the vehicle at the end of path way is made with the utilization of electronic control position of the vehicle that is an encoder applied on the deviation pulley.
« This system performs a comparison between vehicle position detected by an encoder and a micro placed at the entrance to the station which are closed to the passage of vehicle. The micros are:
• The first micro-switch marks the entrance to the station of the vehicle and performs resetting the position detected by encoder. If there is an error due to excessive slippage of the traction rope, it signals the error to the control panel.
• The second micro-switch is the safety micro-switch without automatic reset and when operated, it operates the emergency brakes on board the vehicle and in room winches.
At the two ends of line are placed the mechanical safety systems (ref. 12 fig. 55) for receiving the vehicles at the end of the path way. ■ In this case three mechanical devices are employed:
o A hydraulic slowing down (deceleration) (ref. 161 fig. 55) which is constituted by a "closed" cylinder. The deceleration operation in the machine happens with draining the oil through a flow regulator between the upper chamber of the cylinder and the bottom chamber inside which a spring is compressed for the deceleration and it's used for repositioning of the slowing down (deceleration) at the exit of the vehicle by station.
■ It can be operated entirely or only partially, causing a progressive deceleration of the vehicle.
■ Since the force exerted by this device is remarkable, it is necessary to put the decelerating near at the axis ropes.
• During the first half of the stroke (fig. 59) of the slowing down (deceleration) (ref.
161 fig. 55) the valve "Hawe" (ref. 163 fig. 55) is actuated which performs the function of sending in unloading the brake system on board the vehicle. In normal operation the brakes are not operated, except a different decisions made by the system operators.
• During the second half of the slowing down (deceleration with ref. 161 fig. 55) stroke (fig.60) the vehicle actuates the "buffers" of station (ref. 162 fig. 55) that they perform the function of helping the deceleration of the vehicle during emergency braking of the winch and of the vehicle. The buffers have the function of reducing the impact with the crossbar of station.
With reference to figure n° 55: Drawing group bumpers limit (ref. 12).
= It can be noted:
■ The steel structure supporting (ref. 160).
« At the two ends of crossbar the two hydraulic decelerators (ref. 161), positioned near to the axis rope.
■ At side of deceleration there are two red buffers (ref. 162).
« Near at the central axis there is the Hawe valve actuating group (ref. 163).
With reference to figure n° 56: View of the positioning of the buffer limit group (ref.
160, 161, 162, 163) to the counterweight station with double hauling rope for each line.
= It can be noted the stopping point of the vehicle (ref. 85) in contact with the decelerators (ref. 161). With reference to figure n° 57: Top view of the crossbar of end limit buffer group
(ref. 160, 161, 162, 163) without vehicle in the station.
=> Lower station with double independent counterweight (fig. 22) and double winch
(ref. 15 fig. 5) with on line jumpers to double roller (ref. 11).
With reference to figure n° 58: Top view of the positioning of the crossbar of end limit buffer group (ref. 160, 161, 162, 163)
= Driving station with double winch with on line jumpers to double roller and vehicle in the station.
With reference to figure n° 59: Figure showing the drive station with double winch (fig. 5) and double counterweight. The traction rope (ref.34) is double rope (ref. 34) one for each path way.
=> It can be seen as the vehicle after half stroke the hydraulic decelerator (ref. 161), it actions the "Hawe" valve (ref. 163) before the vehicle leans at the "buffer" of station (ref. 162).
With reference to figure n° 60: Figure showing the drive station with double winch
(fig. 5) and double counterweight. The traction rope (ref.34) is double rope (ref.
34) one for each path way.
= It can see as the vehicle (ref. 300) after ¾ of stroke the hydraulic decelerator (ref.
161) actions the "buffer" station (ref. 162).
> Representation is performed with vehicle (ref. 300) complete of hydraulic inclination cage device. The passenger vehicle or tipping body frame passes over a jumper to double roller (ref. 11).
1.4 Line Vehicle.
With reference to figure n° 61 : Front underside view of the vehicle.
=> It can be noted the vehicle with the "moustaches" placed on the external side of metal containment sheet (ref. 212 and 211).
=> It can be noted the symmetry between front and back of the vehicle (ref. 85).
= The truck of the vehicle (ref. 85) used in this system is composed by several elements: - The WHEELS GROUP (ref. 209 and 210 fig. 61) consists of:
■ A vehicle brake (ref. 217 fig. 63).
• Two rolling wheels (ref. 222 fig. 63).
« A rope cleaning device (ref. 221 and 220 fig. 63).
■ An alternating current generator (alternator) (ref. 216 fig. 63).
« It is connected to the frame by a fixed pivot (ref. 230 fig. 65) with bushings (ref.
231 fig. 65).
• The frame of the wheel's group (ref. 223 and 224 fig. 66) is assembled symmetrically with respect to the housing pivot. It is hinged on the brake group placed in the pivot axis (ref. 230 fig. 65). At its side there are located two rolling wheels (ref. 222 fig. 66) mounted on double screen bearing (2RS1).
■ This system allows to optimize the orientation of the brake on elevation changes of inclination made by the saddles of line (ref. 132 and 133) having minimum radius R = 20000 m and corner 15°.
> In case this system is not applied, there may be excessive deviations of brake with respect to the axis of the rope.
■ Outside of each wheel unit (ref. 210 and 209 fig. 62) there is a rope cleaning device (ref. 220 and 221 fig. 66) that has the power takeoff directly to the rolling wheel (ref. 222 fig. 70) through a wheel with "V" (ref. 243 fig. 70) section. The transmission of force is ensured by a linear actuator (ref. 237 fig. 70) that maintains the pressure on the wheel with section a "V" for the take power (ref. 242 fig. 69, 70), moreover it performs the action of lowering or raising of the rope cleaning device (ref. 238, 239, 241).
• At the opposite side of the cleaning rope (ref. 210 and 209 fig. 62) device, on the wheel group is mounted an alternating current generator (alternator) (ref. 216 fig. 66). The current generator takes the power by the motion of rolling wheel (ref. 222 fig. 68). The rolling wheel transmits the rotation to the generator (ref. 233 fig.
68) through a kinematic chain (ref. 236, 235, 234 fig. 68).
■ ANCHORING ROPE (ref. 34 fig. 62, 71) is performed by winding on a drum (ref. 205 fig. 62, 71) of diameter equal to 80 (in the draw is 86) times the diameter of the rope (ref. 34 fig. 62, 71). The rope, between a little deviation, is united to the frame (ref. 200 fig. 62, 71) of the vehicle on it is did a cast socket (ref. 202 and 203 fig. 62, 71).
■ On the rope (ref. 34 fig. 62, 71) united to the cast socket (ref. 202 and 203 fig. 62,
71) is positioned a security clamp (ref. 245 fig. 72), in case the rope (ref. 34 fig. 72) slips from its correct position, it moves a micro-switch lever. The micro put on the emergency brakes (ref. 217 fig. 66) of the vehicle actions the hydraulic unit with discharge oil of the braking circuit.
. FOUR SHEETS FOR SLIP-OFF CONTAINMET (ref. 212 and ref. 211 fig. 62) of the CARRYING ROPE are connected to the side of the tubular frame (ref. 200 fig. 62). They allow to keep the vehicle in the event that it slips off from carrying ropes by some failures. On one side of this containment sheet there are shear rods (ref. 219 fig. 64), used to signal the derailment of the carrying rope (ref. 33 fig. 64).
■ In case of shear rod (ref. 219 fig. 64) breakage it is detected a derailment of the carrying rope and they allow the immediate intervention with acting of hydraulic pressure unit with oil discharge of the braking circuit (ref. 217 fig. 66) with fall down brakes of the vehicle and it makes the braking emergency in the driving station (ref. 23 and 24 fig. 17).
• System TRANSMISSION SAFETY DATA on board vehicle is system patented by EAG for data transmission. The vehicle sends the signals through a transmitter and a receiver placed on board of the vehicle. The signal is sent through magnetic flux which transmits and receives signals from the antenna rope that it is placed along the path way a maximum distance of 10 cm. The signal may be also sent through carrying or traction rope.
With reference to figure n° 62: General overview of the main elements that compose the frame (ref. 200):
=> They are:
■ Wheels Group with brakes and rope cleaning device (ref. 209 and 210).
■ Anchor group rope at drum with deviation of cast socket (ref. 204, 205, 206, 202, 203, 213, 214).
" Sheets containing anti-slipping rope (ref. 211 and 212).
- The drum (ref. 205) where the traction rope (ref. 34) is wound. At the exit of it the ropes are connected to the frame (ref. 200) with cast socket (ref. 202, 203).
With reference to figure n° 63: Detail of the wheel unit (ref. 210 and 209) hinged on the brake assembly (ref. 217), before it there is the rope cleaning device (ref. 220 and 221).
It may be noted the traction rope (ref. 34) that comes out of the central drum and enters between the saddle of deviation in the center line (ref. 213).
=> From outside to inside it can be seen:
■ Plates attached to the front crossbar of the frame on which acts the hydraulic decelerator (ref. 227).
■ Plates on which acts the "buffer" of the station (ref. 228).
With reference to figure n° 64: Wheels Group with emergency brake. It is seen from inside of the vehicle's frame.
= This view shows the containment metal sheet (ref. 212) that allows to see the positioning of the shear rod (ref. 219), two placed on the external upper area of the frame, one is located inside and one at the roller (ref. 218) level
With reference to figure n° 65: Sectional view of the wheel (ref. 210 and 209) and brake group (ref. 217) mounted on pivot axis (ref. 230).
= It may be noted the assembly of the wheels rolling (ref. 222) on bearings, mounted on the pivot and locked by external flanges.
=> The brake frame (ref. 217) is mounted on the pivot in axis (ref. 230) with the brake unit. 4.1 WHEELS GROUP. 1.4.1.1 ) Vehicle Brake.
With reference to figure n° 66: Wheels group (ref. 210 and 209) with emergency brake (ref. 217) on board of the vehicle. On one side there are mounted the rolling wheels on bearings (ref. 222).
=> The central location of the emergency brake (ref. 217) between the two rolling wheels (ref. 222) connected directly to the pivot (ref. 230 fig. 65). It allows always to have the best possible inclination during the changes in elevation.
With reference to figure n° 67: Figure of the Emergency brake (ref. 217) from the inside of the vehicle.
= This view shows the pivot (ref. 230) attaching the Brake- wheels group of the vehicle (ref. 209).
= In detail below, it can be seen the pivot (ref. 230) and the jaw brake (ref. 217) acting on the rope (ref. 33).
The vehicle braking (ref. 217 fig. 65) is a passive hydraulic device, it remains in open condition only if there is pressure in the upper chamber, in the event of absence of pressure the cup springs placed inside of it emboss force on the upper head with rotation of the upper arm down (it can be seen in the above illustration) and sliding block brake on the rope.
■ The force acting on the rope will be proportional to the height of the springs cup pack at the moment of contact rope with sliding block break.
» A transducer or a micro-switch with contact indicates the brake position when it is opened.
■ On one side of the brake sliding block there is a roller containment (ref. 218 fig. 67) used to prevent the exit of the rope (ref. 33) from the seat of the wheels (ref. 222 fig. 68); also the presence of a lower tooth allows to contain any excessive elevations of the vehicle during deceleration.
• The metal sheets are placed internally and externally (ref. 211 and 212 fig. 66) to the sides of the frame in order to contain the vehicle in the event of derailment rope from seat of wheels (ref. 222 fig. 66).
1.4.1.2 ) Current Generator Group.
On board of the vehicle there are a group current generators (alternators) (ref. 216 fig. 66) mounted on wheel group. This device allows the battery recharging during the movement of vehicle. It allows also to reduce the number of batteries mounted on the vehicle. (Rotation speed of generator is 1700 rpm).
» The alternating current generator takes the power by the wheel motion (ref. 222). The rolling wheel transmits the rotating motion to the alternating current generator (ref. 233 fig. 68) through a kinematic chain, it's composed by three toothed wheels:
■ One toothed wheel is united at the wheel with "z3" teeth (ref. 236 fig. 68). » One idle pinion made with toothed wheel for transmission power. It has "z2" teeth (ref. 235 fig. 68).
■ One toothed wheel is connected to the generator with "zl" teeth (ref. 234 fig. 68).
• This kinematic chain allows an overall gear ration of n = 1700 rpm.
■ The current generation is made by receiving the power taken the motion of the rolling wheel (ref. 222 fig. 68) and it is transferred to the alternator. The alternating current generator (ref. 233 fig. 68) (or alternator) is transformed in direct current for recharging of electric batteries.
■ The vehicle's battery will be recharged during the hours when the system is not operating and every time the vehicle stops in stations during boarding / unboarding of the passengers.
• The system foresees the current supplied to recharge the batteries of the vehicle positioned on the line jumpers placed on both uphill and downhill stations.
If the supply of current on the vehicle is not sufficient for the hydraulic lifting device whenever the vehicle passes over a bump, some auxiliary elements such as a roof- mounted pantograph or photovoltaic panels may be installed as optional.
With reference to figure n° 68: Front view of the generator group (ref. 233) with power taken (ref. 236) from the motion of the wheel (ref. 222). It is visible the kinematic chain composed by three toothed wheels (ref. 236, 235, 234).
1.4.1.3 ) Rope cleaning device.
It is an important device (fig. 69) for the correct functioning of the system because it allows always to have a running way always cleans in every climatic condition.
» It uses a system with brush (ref. 241 fig. 69) that takes the driving power by kinematic group of toothed wheels (ref. 239 fig. 69). The first pinion (ref. 239) pick up the force by a pulley with profile at "V" (ref. 242 fig. 69), they are placed on the same pivot. The pulley with profile at "V" driving force from the pulley with groove at "V" (ref. 243 fig. 65), it is fixing at the side of rolling wheel (ref. 242 fig. 69) and where the pressure performed by the actuator (ref. 237 fig. 70) provides the driving force at its rotation (ref. 242 fig.70).
■ The actuator (ref. 237 fig. 70) also performs the function of lowering and raising the device because after the first daily cycles it is no longer necessary except in cases of adverse weather conditions. * The entrance is in the lower or upper station and is guaranteed with rope cleaning (fig. 56 and 59) device lowered and raised, to the brush rotates avoiding jamming.
■ A The raising and lowering of rope cleaning device (fig. 69) is adjusted with micro- switch placed inside the actuator (ref. 237 fig.70).
With reference to figure n° 69: Device for the rope cleaning, in the foreground there is the pulley with side "V" (ref. 242) which transmits the motion via the toothed wheels with straight teeth (ref. 239) to the brush (ref. 241).
=> The actuator (ref. 237) positioned on the rear side of the device is used to lower and raise the device.
=> In the view of the rope cleaning device, and are visible the teethed wheels (ref.
239) connected to the external of the arm structure (ref.238).
With reference to figure n° 70: This view shows the rope cleaning device (ref. 237, 238, 239, 240, 241, 242, 244) and a sheet to protect the wheels (ref. 226).
■ The protection sheet (ref. 226) wraps the first wheel, it serves to prevent the carryover of snow or dirt on it, in particular the sheet avoids the carryover of the snow on the wheel during the operations of rope cleaning by a brush (ref. 241).
■ The sheet placed in front (ref. 226) of the snow-sweeping device serves to perform a first cleaning of the rope (ref. 33) by removing the snow in excess.
1.4.2 ROPE ANCHORAGE DRUM.
=> The anchorage of the ropes (ref. 34 fig.71) is made of "cast socked" type (ref. 202 and 203 fig. 71), in accordance with current legislation on aerial way systems where the traction rope and the rope ballast wind up to 1.8 turns (360 ° + 180 ° + 10 ° + 12 °) on a drum (ref. 205 fig. 71) having a diameter of 80 (in the draw is 86) times the diameter of the traction rope (ref. 34 fig. 71). Every rope is brought to anchorage point which has a fixed connection to the frame (ref. 200 fig. 71).
■ The passage (fig. 74) of the traction rope (ref. 34 fig. 74) at the centre of the frame (ref.
200 fig. 74) represents a further safety because it allows the use of a component exerted by pulling force on vehicle to increase the load on the carrying rope (ref. 33) as the pressing force. Thus avoiding the detachment of wheels vehicle by carrying cable in case of lateral forces. • The component of the pressing force is given by pull of the counterweight, will be proportional to the distance between the axis rope support on the rollers and the height of the rope that passes in the centre of the frame.
=> The anchorage rope (ref. 34) can also be made with the method known as the "Chapeau de
Gendarme".
With reference to figure n° 71: The image illustrates that the path traction rope and ballast (ref. 34) are symmetrical and identical.
=> The traction rope (rope right) enters in the center of the frame (ref. 200) with a plastic collar (ref. 214) because this material reduces any excessive bending of the rope and it has a cone of invitation rope (ref. 248 fig. 74).
» It winds up on a little deviation saddle (ref. 247 fig. 73) with a radius of 1500mm. The traction rope continues winding on the drum for 1.8 turns.
■ At the exit of the drum (ref. 205) the traction rope is inclined at 10° and connects to the frame (ref. 200) through a support (ref. 246 fig. 72). The cast socket of rope reacts with the cone fixed on a frame (ref. 202) => The ballast rope weight (rope left) enter the center of the frame (ref. 200) with a plastic collar (ref. 213) because this material has a cone of invitation (ref. 248 fig. 74) and it reduces any excessive bending of the rope (ref. 34).
■ It winds on a little deviation saddle (ref. 247 fig. 73) with a radius of 1500mm.
The ballast rope continues winding on the drum (ref. 205) for 1.8 turns. - At the exit of the drum (ref. 205) the ballast rope is inclined at 10° connects to the frame (ref. 200) through a support (ref. 246 fig. 72). The cast socket (ref. 203) of ballast reacts with the cone fixed on a frame (ref. 200). With reference to figure n° 72: Detail of the traction/ballast rope (ref. 34) when it attaches itself to the frame (ref. 200). It may be noted that the opposite side of the frame it attaches with a slipper-guide support (ref. 246).
=> On the rope (ref. 34) it is attached a flag (ref. 245) with clamps that it has a safety role if the traction rope (ref. 34) made a slip due to give way of the cast socket (ref. 202 or 203).
With reference to figure n° 73: Deviation Saddle (ref. 247) rope (ref. 34) with radius 1500 mm.
= View from inside of the frame (ref. 200), the rope is deflected towards the anchorage drum (ref. 205 fig. 71). With reference to figure n° 74: Detail of the rope (ref. 34) entrance inside the frame (ref. 200) to which concentrically passes an invitation cone (ref. 248).
With reference to figure n° 75: Sectional details of input rope (ref. 34) into the frame (ref. 200):
=> A tube welded in the centre of the frame (ref. 200) is the seat of a cone (ref. 248) of special plastic material that reduces friction and damage at the rope (ref. 34).
=> The rope leaves the invitation cone (ref. 248) and is deflected through a traction saddle (ref. 247) of 1500 mm radius at the anchor rope on drum (ref. 205 fig. 71).
1.4.3 CONTROL OF THE WIND ACTION TO THE CABIN (PASSENGERS VEHICLE).
To increase safety, each vehicle is equipped with:
■ Anemometer.
» Wind direction indicator
In case there are too high values of the wind perpendicular to the surface to the side of vehicle (taking into account the speed of the vehicle) it operates the service brakes of the winch and service brakes of the vehicle until this dangerous situation persists.
■ The action of wind can
generate the overturning of With reference to figure n° 76: Top view of the roof the vehicle because it is a of the cage (ref. 84) (car for passengers) on of it is distributed force (pressure) positioned an anemometer and a wind direction and only the component detection device (ref. 215).
perpendicular to the surface to the side of vehicle allows the overturning but it is resisted by the stabilizing moment of the weight of the vehicle.
• The system in question assumes as its centre of rotation the point of tangency between the wheel and the surface of the rope.
• Considering that the wind force can be variable along the way and at its maximum between the front and rear side of the vehicle.
With reference to figure n° 77: Reference diagram for calculating the stabilizing moment in relation to the wind speed and the density of the air normally equal to 1.25 kg / m 3 . ■ The overturning moment will be generated by the pressure to the surface at different heights that correspond to the distance of the force and are calculated with respect to the point of tangency between the wheel and the carrying rope.
■ The analysed system will have as a first reaction with different deformations of the dampened cones (ref. 256 fig. 83 and 84) of the vehicle or dampened bushes of the rotation pivots of the vehicle (the vehicle with the lifting device) (ref. 253 fig. 107, ref. 266 fig. 109) and then in the second instance the ropes (ref. 33) have different deformed as a result of difference of loads being applied on it.
With reference to figure n° 78: View of the cabin (passenger vehicle (ref. 84)) with closing bellows compartment total (ref. 257) or partial (ref. 258) in which is placed the hydraulic lifting device (ref. 250).
=> The closure "bellows" (ref. 257 and 258 fig.78) mounted under the cabin (passenger vehicle or tipping body) will reduce the wind loads that may act to the bottom front side of the vehicle (ref. 85 fig. 78) with the lifting device (ref. 250 fig. 78).
« The system is designed to place a bellow (ref. 257 and 258 fig. 78) between the frame (ref. 200) and the cabin (ref. 301 (passenger vehicle) or ref. 303 (tipping body)) when there is risky of the raising of its. The bellows may be of two types according to the following evaluations:
• In case that the bellow closure is total (ref. 257 fig. 78), in the space between the cabin (ref. 85 fig. 78) (passenger vehicle or tipping body) and the frame (ref. 200 fig. 78) there is a volume attenuation that reduces the force generated by the wind beneath the vehicle with direction low- side, the action of the wind would give the thrusts of raising the vehicle.
■ The total bellows expose the vehicle to the most side forced of the wind because total bellows increases the surface exposures to the direction perpendicular to the line in comparison to bellows with partial closure.
• In case of partial closure of the bellows (ref. 258 fig. 78), the space between the cabin (ref. 301 (passenger vehicle) or ref. 303 (tipping body)) and the frame (ref. 200 cannot be used any more as a volume attenuation of the wind thrust.
■ However, with the front closure of bellows (ref. 258 fig. 78) front thrusts from the cabin underside are excluded, due to the reduced exposed surface in the direction perpendicular to the line. Certainly I think it is a good compromise solution. As a further safety a containment tooth, is placed on the lateral side roller (ref. 218 fig. 68) to the brake of the vehicle which would act in case there is a rising of the vehicle.
The position of the traction rope (ref. 34) is passed through inside of the frame (ref. 200) vehicle (ref. 85) to increase the adherence of the vehicle to the carrying rope (ref. 33) because it is subjected to tension "T" given by the counterweight of the station.
1.4.4 SAFETY FLANGES AT THE SIDE OF THE VEHICLE CHASSIS.
The system during normal operation does not detect the danger of derailment from the rope (ref. 33 fig. 79).
■ The danger of derailment from the carrying rope isn't measureable and may occur in extremely occasional situations. If the detachment of the wheel from the carrying rope occurs, the following precautions have been taken:
• If the derailment from the carrying rope occurs along the line, a detecting system with shear rods (ref. 219 fig. 79) have been designed,
o The basic elements that make up the anti-derailment are:
- A metal sheet (ref. 212 and 211 fig. 79) surrounds the frame (ref. 200 fig. 79) internally and externally:
> N° 2 shear rods (ref. 219 fig.81) in the upper part which during normal operation can't intervene because in the case of derailment the rope remains under the lateral guide roller.
> N° 1 shear rod (ref. 219 fig. 81) at the level of the roller (ref. 218 fig. 81) where it is possible to detect the derailment during normal operation.
N° 1 internal shear rod (ref. 219 fig. 81) fitted to the end of the inclined sheet, that signals in case of slippage of the rope from the internal side of the vehicle. When moving on the inclined plate under the vehicle, the rope (fig. 33) cannot move more than 300 mm with respect to the ideal axis, because the movement is limited by containment sheets mounted on the jumpers (ref. 149 fig. 81).
With reference to figure n° 79: It may be noted in this section the basic elements that make up the anti-derailment system (ref. 212 and ref. 211). It is composed by a metal sheet (ref. 212 and ref. 211) that envelops the frame (ref. 200) internally and externally and on which are fitted shear rods (ref. 219).
With reference to figure n° 80: It is shown the passage of the vehicle (ref. 85) over the rollers of jumper (ref. 11).
It is visible the operation of the anti-derailment (ref. 219), it occurs internally the rope "slips" towards the center of the vehicle leaning on the longitudinal tubular (ref. 200); in this case it interrupts the slippage by means of a shear rod (ref. 219).
When the shear rod breaks (ref. 219), the vehicle starts braking, the rope remains located between the safety sheet (ref. 149) placed on the jumper (ref. 11 or ref. 131) and the inclined sheet of the anti-derailment on the vehicle (ref. 211 or 212). The vehicle (ref. 85) internally rests on the carrying rope (ref. 33) during the operations of the emergency braking.
With reference to figure n° 81 : Detail of anti-derailment sheet (ref. 211) on which are shown the four shear rods (ref. 219).
■ Two are mounted on the top sheet (ref. 211), one laterally and one mounted under the roller (ref. 218) that detects the derailment of the rope at a lower level.
= It is shown the inner sheet to jumper (ref. 149) for containing the translation of the carrying rope (ref. 33).
To the centre of the vehicle (ref. 84 fig. 82) there is a shear rod (ref. 219), that performs the function to detect derailment of the carrying rope (ref. 33) on the saddle (ref.133 fig.83 and ref. 132).
■ This shear rod (ref. 219) serves to signal the rope (ref.33) derailing inside the deviation saddles (ref. 133 and 132) but outside of the vehicle after the passage of the front wheels' group (ref. 209 and 210 fig. 61).
With reference to figure n° 82: Detail of shear rod (ref. 219) in the centre of the vehicle (ref. 84 and 200).
= It serves to signal when the carrying rope (ref. 33) derailment when passing on the deviation saddle (ref. 132 or 133 fig. 83).
With reference to figure n° 83: Top view of the passage on the deviation saddle (ref.
133 or ref. 132).
=> The central shear rod (ref. 219) serves to detect derailment during the passage on the saddle (ref. 133 or 132), it is located under the carrying rope (ref. 33) to cover the space that is generated between the vehicle frame (ref. 200) and the deviation saddle (ref. 133 or 132). 1.4.5 ANCHORING OF THE VEHICLE WITHOUT THE VEHICLE LIFTING
DEVICE.
The fixed anchoring (fig. 84) of the cabin (passenger vehicle or tipping body) to the frame of vehicle drive (without hydraulic lifting) is performed by means of cushioning cones Angst + Pfister (ref. 256 fig. 84).
■ They are placed above the seat performed on metal sheet welded on the box girder closed to the frame (ref. 200 or ref. 204 fig.84)).
■ Inside the dampen cone (ref. 256) it is placed a pivot (ref. 270) which connects the carpentry frame to the cabin.
■ The resistance to the transverse forces to the cone is ensured through the coupling with the seat on the frame (ref. 200 or ref. 204 fig.84), while the resistance to the vertical forces is ensured by the rubber inserted between the two metal sheet cones (ref. 256 fig. 84).
« In case of excessive vertical stress, to avoid breakage of the rubber with consequent extraction of the pivot (ref. 270) by cone, the dampen one is fitted inside two washers (ref. 256-1 and 256-2 fig. 84) which abut above or below the sheet outside of the cone (ref. 256 fig. 84).
With reference to figure n° 84: Mounting section of dampen cone (ref. 256) within the box- girder of frame (ref. 200 or ref. 204).
=> Note: the cone is centering inside the sheet welded to the box girder (ref. 200 or ref. 204).
With reference to figure n° 85: General view of dampen cone (ref. 256) on which lean the steel structures housed (ref. 200 or ref. 204) within the frame of the vehicle (ref. 84).
The cabin (passenger vehicle (ref. 301 fig. 78) or tipping body (ref. 303 fig. 117)) with lifting device is described in the paragraph the cabin version with cabin orientation.
1.4.6 ANALYSIS OF THE FRAME PASSAGE OVER THE DEVIATION SADDLE:
When leaning on the carrying ropes, the vehicle (ref. 84 fig. 86, ref. 85 composed by ref.
200, 201, 205, 209, 210, 21 1 , 212 fig.86) follows a circular path, drawn with radius R = 20000m.
■ Instead, the frame (ref. 200 fig. 86) when optimizing the curve performing the trajectory is marked by joining drawn from groups wheels (ref. 209 and 210 fig. 86). • The drawn joining (by frame ref. 200 fig. 86) is a concave curve and involves the return of the vehicle's frame (ref. 200) within the deviation saddles (ref. 133 fig. 86 or ref. 132).
• The rollers (ref. 150 fig. 86) in the saddle (ref. 132 and 133) must be lower than the roller on the jumper (ref. 11 or 131) because vehicle's frame (ref. 200) within saddle, the distance is measured with reference the axis of traction rope (ref. 34) in frame of vehicle (ref. 200).
■ The passing of the vehicle (ref. 84 fig. 86, ref. 85 composed by ref. 200, 201, 205, 209, 210, 211, 212 fig.86) in the saddle (ref. 133 fig. 86 or ref. 132) requires more lifting of the traction rope (ref. 34) with respect to the passage in the jumpers (ref. 11 or 131). Increasing the restraining of the vehicle on the carrying ropes (ref. 33).
With reference to figure n° 86: Sectional Analysis performed in center line of vehicle (ref. 84 fig. 86, ref. 85 composed by 200, 201, 205, 209, 210, 211, 212 fig. 86) where it is possible to see how the obstructions on board of vehicle (ref. 200 and 205) follow the passing over the fixed obstacles of the deviation saddle (ref. 133 fig. 86 or ref. 132).
=> The same analysis is shown further on in this text, for the vehicle with cabin orientation, where it is possible to detect that the cabin lifting device (ref. 250, 251, 252, 254, 259, 260) is mounted above the other components of the frame (ref. 85 composed by 200, 201, 205, 209, 210, 211, 212 fig. 86 2 nd illustration) and does not produce any problems for the passage on the deviation saddle (ref.133 fig. 86 or ref. 132 fig. 2) (green or grey coloured within this 2 nd illustration is the obstruction of the exterior structure of the deviation saddle).
With reference to figure n° 87: Enlarged details of the center line section of the vehicle:
= The first on top is in correspondence with the front wheel group (ref. 209) at the exit of the deviation saddle. To be noted how the brake unit (ref. 217), the rope cleaning (ref. 221) and the wheel group (ref. 222) align themselves turning on the pivot centred on the axis brake (ref. 217) and matching the rope (ref. 33).
= The second detail is in correspondence of the rope anchor drum (ref. 205) passes nearest to the deviation saddle (ref. 133) because the wheels are on the straight lines of the rope downstream and upstream of the saddle (ref. 133 or 132). With reference to figure n° 88: Lateral view of vehicle (200, 201, 204, 205, 209, 210, 211, 212) passing on the deviation saddle (ref. 133).
=> The frame (ref. 200) optimizing the curve R = 20000m performs the trajectory traced by the line joining the wheel's group (ref. 210 and 209). With the lateral view it is possible to see the frame (ref. 200) more lowered with respect to the upper edge of the saddle (ref. 133, 151, 152).
With reference to figure n° 89: Top view of the vehicle passing (ref. 200, 201, 203, 204, 205, 209, 211, 213, 219, 256) on the deviation saddle (ref. 133).
= It may be noted the vehicle's frame (ref. 200) above the curve R = 20000m performing the trajectory traced by the line joining the wheels (ref. 209), the frame is inserted within the structure of the saddle (ref. 133) while maintaining a wide margin of distance between the frame structure (ref. 200) and the internal thread of the saddle (ref. 151).
=> This detail shows the distance between frame (ref. 200) and saddle (ref. 133, 151) where there is fitted shear rod (ref. 219) to detect anti-derailment rope (ref. 33).
1.4.7 ANALYSIS OF THE VEHICLE PASSING ON THE CLAMP.
The passage of the vehicle on the jumper (ref. 11 fig. 90) is always a point of extreme analysis because it is the meeting point between a moving system in moving and a fixed element.
« To ensure this occurrence without great difficulties the following elements have been developed:
. The seat of the wheels (ref. 222 details "A" and "B" fig. 92).
• The clamp hooking to the carrying rope of diameter 60 mm (ref. 147 details "A" and
"B" fig. 92 and 93).
• The passage of the containment roller (ref. 218 detail "A" and "B" fig. 92) of the traction rope (ref. 33) and also the presence of a lower tooth allowing to contain any excessive elevations of the vehicle during deceleration.
The passage of the vehicle (ref. 85) on the jumper (ref. 11) is always of particular importance because it must assure the passage in full safety without encountering obstacles:
■ The analysis of passage on the jumper must take into account several aspects:
• First of all, the behaviour of the vehicle in normal driving situations (fig. 90, 91, 92,
95) has: » In this circumstance it is necessary to study a system of wheel rolling (ref. 222 fig. 92 and 95) of the vehicle to ensure safe passage on the jumper (ref. 11).
■ To achieve the jaws hooked to the jumper have been worked (ref. 147 fig. 93 and
94), in such a way that the joining line of the end points remains always above the rope axis (fig. 41 and 42).
■ Furthermore, to apply the above explained concept the wheels (fig. 92) have been worked out where the work has been made on the outer side (ref. 222 fig. 92 details "A" and "B") to increase the safety margin in case of rope (ref. 33) derailment.
• In addition, the possible failures of a clamp (ref. 147) have been analysed in the figures between 96 and 105:
■ In such a situation, an inclined position of the jumper (ref. 11) might occur, to avoid this situation two concave metal sheets (ref. 148 fig. 93 and 94) have been fitted externally, having the function of straightening the jumper (ref. 11) to enable the correct passage of the vehicle.
■ The lateral concave metal sheet (ref. 148 fig. 94 and 95) of the jumper permits the straightening in case of contacts with the extensions of the containment metal sheets called "moustache" (ref. 211 and 212 fig. 90) because when the jumper (ref. 11 fig. 90) assumes a tilted position, it is guided its winding above.
> The concave metal sheets (ref. 148 fig. 90 and 93) allow the line jumper (ref.
11 fig. 90) to reach an almost correct position without causing interferences with the mechanical parts of the vehicle.
With reference to figure n° 90: Figure representing the top side of vehicle with the detail of the passage of the sliding block guide (ref. 211 or ref. 212) inside the guides fitted on the lateral sides of the jumpers (ref. 148).
1.4.7.1 ) The seat of the wheels.
=> On the seat of the wheels (ref. 222 fig. 92) a proper reworking has been introduced to fit a 60 mm diameter rope (ref. 33 fig. 92).
■ The wheels perform a correct passage on the clamps (ref. 147 fig. 92), it has been necessary to rework the seat of the wheels (ref. 222 fig. 92) to a correct passage in any condition of positioning of the clamp (ref. 11 fig.92). ■ The reworks on the wheels (ref. 222 fig. 92) are symmetrical with respect to the centre of the vehicle and the wheel has two borders, one inside and one outside symmetrical with respect to the centre of the vehicle.
• The inner wheel (ref. 222 fig. 95) has a higher edge, covering up to 5 mm above the centre-line of the rope (rope axis ref. 33 fig.92).
• The outer wheel (ref. 222 fig. 95) has a lower edge, covering up to 23 mm above the centre-line of the rope (rope axis (ref. 33 fig.92)).
With reference to figure n° 91: Sectional view from inside to outside of the vehicle (ref. 85 composed by ref. 200, 207, 209, 210, 211, 212, 219) showing the passage of the vehicle over the jumper (ref. 11 composed by 148, 149, 150).
With reference to figure n° 92: Figure showing the wheel (ref. 222) features the reworking on the external edge to allow the passage on the clamp (ref. 147) and on the inner edge to cover 5 mm over axes rope (ref. 33).
=> The details "A" or "B" of the previous figure shows the mounting of the wheels (ref. 222), they are viewed from inside to outside. The inner edge is higher. ■ It is shown also in the two lateral details of the jaws (ref. 147) of the jumpers, having the jaws higher on the site opposite the wheel (ref. 222) that presents the inner edge higher.
1.4.7.2 ) The clamp for coupling to the carrying rope of 60 mm diameter.
=> The clamp hooked (ref. 147 fig. 93) to the carrying rope (ref. 33 fig. 93) of the jumper (ref.
11 fig. 93) has a reworking for the passage over the upper edge of the vehicle wheels (ref. 222).
■ This implies that the two jaws (ref. 147 fig. 93 and 94) are different; in particular, the external jaw is higher than the axis of the rope, while the internal jaw is aligned to the axis rope (ref. 33).
■ The clamp (ref. 147 fig. 93) seals if the union of the two last points of tangency of jaws are above to axis carrying rope (ref. 33).
With reference to figure n° 93: The figure above shows the reference n° 11 that it is the jumper with double rollers (ref. 150).
=> The jumper with single roller (fig. 40) has identical clamps (ref. 147) for attachment to the rope (ref. 33). => In the side views, there are shown the clamps (ref. 147) composed with two jaws:
■ Jaw higher outside line and the jaw lower inside line.
With reference to figure n° 94: Figure showing the reworking on the jaw (ref. 147) to ensure passage of the roller (ref. 218).
1.4.7.3 ) The passage of the rope containment roller and the anti- raising (rope axis).
To contain possible lateral thrusts due to the sliding block brake (ref. 147 fig. 95) during braking a roller (ref. 218 fig. 95) has been fitted that intervene in case the carrying rope (ref. 33) has an excessive deformed local for the braking action of the sliding block brake.
• The roller (ref. 218 fig. 95) in the upper part has an edge of 10 mm thick, shaped rope diameter "60 mm" (ref. 33), it maintains constantly the correct contact with the rope; it allows a first support during braking.
■ In the bottom of roller (ref. 218 fig. 95) there is fitted a tooth, it is used in case the vehicle raises during braking.
The installation of this containment roller generates the need that during normal operation it can pass in the jumper (ref. 11 and 131) and on the saddle (ref. 132 and 133).
- To allow the passage on the line clamp (ref. 147 fig. 95), on every clamp it has been necessary to make a slight reworking where the roller (ref. 218 fig. 95) passes with a safety margin equal to 5 mm with respect to each surface.
With reference to figure n° 95: These two views show the roller (ref. 218) during normal operation with the passage on the jumper (ref. 147).
=> It is possible to see, during normal operation, the reworking on the jaws that assure the passage with margin over every fixed obstacle (e.g. Roller with ref.
218).
1.4.8 ANALYSIS OF THE PASSAGE CLAMP WITH FAILURE ON ONE SIDE.
According to the normal procedures of calculation, usually the clamps (ref. 147 fig. 92) of the jumper (ref. 11 o 131 fig.92) are dimensioned in case of a failure of a clamp (ref.147 fig. 92), the clamp hooking is always safeguarded.
■ Assuming, by contradiction, that two clamps (ref. 147 fig. 92) would break on the same side and if the pressure exerted by clamps placed on the opposite side is not sufficient to prevent the rotation. In this case, some checks have to be performed to detect the possibility that the clamps (ref. 147 fig. 92) remain hooked on the rope (ref. 33). The jumper can partially obstruct the path way of the wheels (ref. 222 fig. 92).
■ If the path way is partially obstructed, it is necessary to develop a safety system that it allows repositioning of the jumper to passage of vehicle when the jumper is unhooked (ref. 11(a) or 131 fig. 96, 101, 102, 104, 105) by a rope and it is rotated with respect to its normal working position (fig. 92).
■ For repositioning of the jumper, on both sides two concave sheets (ref. 148 fig. 94) have been added, having the function of guides realized with bending radius of 1500 mm:
• A sheet in the lower part of jumper allows the horizontal repositioning from 0° to 90° with angle calculated downwards, because in the upper side the run is limited by the traction rope (ref. 34).
• A lateral external metal sheet of the jumper gives the maximum height position because during the passage of the vehicle there isn't the traction rope (ref. 34). It might occur un excessive raising of the rotating of jumper due to force of inertia by masses.
» When the vehicle passes, it drives the jumper with two extension elements (called "moustache") fitted on both sides of the anti-derailment plates (ref. 211 and ref. 212 fig. 91, 92, 96, 101, 102, 104, 105), that it terminates with a metal sheet with a radius equal to 1500 mm.
■ The sheet (ref. 211 and ref. 212 fig. 91, 92, 96, 101, 102, 104, 105) passing on the guide at the side of the jumpers (ref. 148,147 fig. 91, 92 and ref. 147(a), 148(a) fig.96, 101, 102, 104, 105):
• If they are in the correct position they do not interact with it for the large margins of spaces guaranteed (fig. 92).
• If the staple of line is in the wrong position, the jaw of clamp (ref. 147(a) 148(a), fig.
96, 97, 98, 99,100,101, 102, 104, 105) of the jumper acts on the sheet (ref. 211 and ref. 212 fig. 91, 92, 96, 101, 102, 104, 105) with curvature R = 1500 mm by performing an adjustment of its inclination until to 13° degree of inclination. This inclination allows the passage both under the rolling wheels (ref. 222 fig. 98) of vehicle and under the brake sliding block (ref. 217 fig. 98).
« Also during the passage under the brake sliding lock (ref. 217 fig. 99), it may also restrict the inclination of the jumper (ref. 11 or 131 fig. 99), the roller brings the staple a few degrees (4°-5°) (ref. 218 fig. 99) of inclination so that the jaw (ref. 147 fig. 99) remains under the other carrying rope to avoid conflicts. With reference to figure n° 96: Full view of the jumper (ref. 11(a)) placed at 400 mm by first clamp's jaw (ref. 147(a)) of jumper and the axis of the balance wheels (ref. 230 fig. 67) with an inclination of 13°.
=> It (ref. 11(a)) is in the final phase after it has been driven from the sliding block of vehicle (ref. 211) leaning to the surface of jaw (ref. 147 (a)). The jumper in this view is the highest position reached by the lateral guides (ref. 211).
=> In the 2 nd view of the passage of the vehicle on staple of line (ref. 11(a)) inclination of 13° with hydraulic lifting (ref. 250, 251 and 254).
With reference to figure n° 97: Section view of the jumper (ref. 147(a)) in safety position for passing over the brake sliding block (ref. 217).
=> The first jaw (ref. 147(a)) of the jumper when the first beam of the jumper is 400 mm by first clamp's jaw of jumper and the axis (ref. 230 fig. 67) of the balance wheels (ref. 209), the staple (ref. 11(a)) has an inclination of 13 degrees.
■ This inclination allows an adequate margin of safety for the passage over brake sliding (ref. 217), it assure an adequate action.
■ The detail reveals how, with first clamp (ref. 147(a)) of jumper position to 400 mm by first clamp's jaw of jumper and the axis (ref. 230 fig. 67) of the balance wheels (ref. 209), the staple (ref. 11(a)) has an inclination of 13° is well guided from the sliding block (ref. 211) of the vehicle with support on the surface of the jaws (ref. 147(a)) and with the possibility of recovery of a few tenths of degrees with the leans at driving sheet (ref. 211) at the concave bottom of the staple (ref. 148(a)).
With reference to figure n° 98: This section is made in the middle of the wheel (ref.
222) with view of the jaw (ref. 147(a)) but with the same position in reference the first clamp of the staple (ref. 11(a)) relative to the axis (ref. 230 fig. 67) of the vehicle of the previous figure. In this section (detail), the clamp (ref. 147(a)) of the jumper (ref. 11(a)) is well drawn by the sheet of the vehicle (ref. 211). With reference to figure n° 99: The roller (ref. 218) site under the brake sliding lock (ref. 217) during the passage restricts inclination of the staple (ref. 11(a)), the roller (ref. 218) brings the staple (ref. 11(a)) a few degrees of inclination (4 degrees) so that the jaw (ref. 147) in the opposite side remains under the other carrying rope (ref. 33) to avoid conflicts (view also the detail).
With reference to figure n° 100: In this view the jumper (ref. 11(a)) is driven by the saddle (sheet) of the vehicle (ref. 211).
= The over view is the detail:
■ Details the position at passage of the wheel (ref. 222) over the staple (ref. 11(a)) inclined by 13 °.
• It can be seen that the wheel's edge (ref. 222) doesn't contact with the upper jaw of the clamp (ref. 147(a)). In this way the jaw (ref. 147(a)) cannot receive thrusts from top to bottom that may favour the unhooking.
With reference to figure n° 101: View of the point of contact of the jumper (ref.
147(a)) with inclination of 30° and the guide on board the vehicle (ref. 211) to about 990 mm by first clamp's (ref. 147(a)) jaw of jumper and the axis of the balance wheels (ref. 230 fig. 67).
With reference to figure n° 102: View of the point of contact of the jumper (ref.
147(a)) with inclination of 60° and the guide on board the vehicle (ref. 211) to about 1105 mm by first clamp's jaw of jumper and the axis of the balance wheels
(ref. 230 fig. 67).
=> In particular it can be noted as the guide (ref. 211) takes the jumper (ref 11(a)) and is brought in rotation until the safety position for the passage of the vehicle.
With reference to figure n° 103: Two figures explain the concept of rotation on the axes rope by jumper (ref. 11 (a)), it never reaches the vertical position.
= Theoretical hypothesis of absence of friction on the jaw (ref. 147(a)), the main masses brings the jumper (ref. 11(a)) in a position of 85°, this assurance allows a considerable improvement in the maximum position of the contact.
=> The system works for angles until to 90° as it can be seen on the right where the upper face of the jaw (ref. 147(a)) meets the guide vehicle (ref. 211) to about 1205 mm by first clamp's (ref. 147(a)) jaw of jumper (ref. 11(a)) and the axis of the balance wheels (ref. 230 fig. 67).
With reference to figure n° 104: View of the point of contact of the jaw (ref. 147(a)) of the clamp with an inclination of 85° and the guide on board the vehicle (ref.
211) to about 1175 mm by first clamp's jaw (ref. 147(a)) of jumper (ref. 11(a)) and the axis of the balance wheels (ref. 230).
= In particular it can note as the guide (ref. 211) takes the jumper (ref. 11(a)) and it is brought in rotation until the safety position for the passage of the vehicle. With reference to figure n° 105: Frontal view of the vehicle with jumper (ref. 148(a),
11(a)) at 90°.
= It can be seen the upper face of the jaw (ref. 147(a)) that meets the guide vehicle (ref. 211). The jumper (ref. 11(a)) is about 1205mm with respect by first clamp's jaw (ref. 147(a)) of jumper and the axis (ref. 230) of the balance wheels (ref. 209).
1.4.9 VEHICLE WITH LIFTING CAGE (CAR FOR PASSENGERS OR TIPPING BODY):
=> If there is strong difference between the inclination of the ropes at the departure station and the arrival station it may be necessary to equip the vehicles with a system for changing the inclination of the cabin (ref. 301 (passenger vehicle) fig. 78, fig. 86 second detail or ref. 303 (tipping body) fig. 117).
« This system makes use of a system of continuous correction of the inclination of the cabin (ref. 301 fig. 78 or 303 fig. 117). It is based on the principle of keeping the floor plain horizontal when the profile of the terrain changes.
With reference to figure n° 106: Full view of the device of driving cabin (passenger vehicle or tipping body). It is used during hydraulic lifting.
=*■ The guide (ref. 255) has a bend radius equal to the distance between its position and the rotation pivot (ref. 253) located on the opposite cabin's side (ref. 301). => In particular it can be noted in the lower part the point of hinge (ref. 253) of it and in higher part the two guide internal and external rollers placed in the group with reference n° 251.
With reference to figure n° 107: Details of the lower part of the vehicle's guides.
■ It can be seen the two rollers (ref. 261 and 263) that accompany the guide (ref.
255) are placed inside carpentry structure placed at the base of the cabin (passenger vehicle (ref. 301 fig. 78) or tipping body (ref. 303 fig. 117)).
- That guide (ref. 255) is hinged to the base of the support (ref. 262) that is placed on the fixed frame (ref. 200 fig. 86). The guide is accompany the cabin (ref. 301 fig.78 or ref. 303 fig. 117) during lifting from the opposite side.
= The pivot complete (ref. 253) of anti- vibration (ref. 266) is placed in the seat of the support (ref. 262).
=> I have to study an additional system mounted above the same frame (ref. 200 fig. 86 second detail) used for fixed cabin (ref. 84 fig. 61).
• This system works by sliding of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) on a group of n° 4 guides (ref. 255 fig. 106 and fig. 86 (second detail) mounted on the fixed frame (ref. 200 fig. 86 second detail). It produces a continuous correction of the inclination of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) according to the inclination of the vehicle (ref. 85 or ref. 200, 209, 210, 211, 212 fig. 86 second detail), it is composed by the following main elements:
• Group (ref. 254 fig. 86 and 106) host rolling pivot (ref. 253) with a guide mounted on a pivot (ref. 255) to avoid pointing the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) during the rotation performed from the opposite side (ref. 262) and automatic repositioning when it receives the driving vehicle during lifting.
• Roller (ref. 261 and 263 fig.107) group (ref. 251 fig. 86 second detail), placed on the vehicle (ref. 200 fig. 86 second detail). It is rolling on the sliding guides (ref. 255 fig. 106 and 107) avoiding transversal oscillations of the vehicle.
• Security cylinder group (ref. 252 fig. 108) for locking rotation of pivot (ref. 253 fig.
107) to prevent it from coming out by seat (ref. 262) during the lifting from the opposite side. This may occur for excessive deceleration. The position of the cylinder (ref. 252 fig. 108) is checked by two micro-switches:
■ One micro-switch for indication of the position of the cylinder contract (ref. 252 fig. 108) "out of the pivot (ref. 253 fig. 108)" during cabin's lifting from this side.
■ One micro-switch for indication of the position of the cylinder out "locks pivot"
(ref. 253 fig. 108) during cabin's lifting from opposite side.
• Hydraulic cylinder group (ref. 250 fig. 86 second detail) mounted on the frame (ref.
259 e 260 fig. 86 2°detail) for the cabin's lifting (ref. 301 fig.78, ref. 303 fig.117). With reference to figure n° 108: Safety Cylinder (ref. 252) for cabin's locking (ref.
301)
= It is a cylinder (ref. 252) placed on support on one side of the fixed frame (ref. 200).
= It is operated after that pivot (ref. 253) is placed into its seat (ref. 262). It must receive an input from the micro-switch for correct positioning of the pivot (ref. 253) in the seat placed in the holder guide (ref. 262) and before the operation of the hydraulic cylinder (ref. 250 fig. 114) placed in opposite side for cabin's lifting
=> In the vehicle are placed n°4 cylinder (ref. 252) security lock on the support fitted on both sides of the fixed frame (ref. 200) in correspondence with the pivot (ref. 253) of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117).
= Note the seat (ref. 262) of the pivot (ref. 253) and the seat for the guide bearings (ref. 255).
=> To note the two pivots placed on both sides of the guide (ref. 255). The pivot carries the bearings on which the guide rotates. At the sides of the bearings there are the locking flanges.
» The bend radius of the guide (ref. 255) is equal to its distance with respect to the point of rotation in opposite side of the cabin.
With reference to figure n° 109: View of the carrier pivot of cabin (ref. 253).
=> On the pivot (ref. 265) are mounted two anti-vibration devices, Angst + Pfister (ref. 266) and in the centre roller (ref. 269) mounted on bearings (ref. 267).
■ In the section made in the middle of the pivot (ref. 265), with in the middle the roller (ref. 269) that it brings the bearings (ref. 267). At their side the spacers (ref. 268) positioning the anti-vibration bushes by Angst + Pfister (ref. 266).
■ The external parts smooth of the pivot (ref. 265) (outer thread portion) serves for locking the carrier pivot with safety cylinder (ref. 252 fig. 108).
With reference to figure n° 110: Details of the assembly of the rotation pivot (ref.
253) and cabin support.
=> The pivot (ref. 253) is placed inside cabin (ref. 301) through anti-vibration bushing (ref. 266 fig. 109).
■ It can be seen the insertion of pivot (ref. 253) within the seat of the fixed support (ref. 262) placed on the vehicle's frame (ref. 200).
■ It can be seen how the safety cylinder (ref. 252) acts, it locks the pivot (ref. 253 and 265) to prevent it from coming out from its seat (ref. 262). The vehicle makes this sequences of operation when it passes on the terrain bump (fig. I l l):
» The vehicle (ref. 300 fig. I l l) arrives near to the station (ref. 8 fig. 111) on the terrain bump with a first cabin lifting hydraulic cylinder extended (ref. 250(a) fig. 112) and the second safety cylinder security operate (extensive) (ref. 252 fig. 112) and they lock the second rotation pivots (ref. 253 fig. 112) placed in opposite side of lifting cylinder (ref. 250 (a) fig. 112) with the micro-switches activated.
» Afterwards, the first lifting cylinder (ref. 250(a) fig. 112) is lowered and the first rotation pivot (ref. 253(a) fig.112) (side of lifting cylinder) come into theirs seat (ref. 262 fig.108) and they activate the micro-switch.
■ The first safety cylinder security operates (extensive) (ref. 252(a) fig. 112) and they lock the first rotation pivots (ref. 253(a) fig. 112) placed in side of lifting cylinder with the micro-switches activated.
■ The vehicle goes out to the station (fig. 115) on the terrain bump the second safety cylinder security operate (contract) (ref. 252 fig. 114) and they unlock the second rotation pivots (ref. 253 fig. 114) placed inside (ref. 254 fig. I l l) of second lifting cylinder they activate the micro-switches.
■ It starts of second lifting cylinder (ref. 250 fig. 115) in relation of the principle of keeping the floor plain horizontal when the profile of the terrain changes
1.4.9.1 ) Lifting principle:
The cabin (passenger vehicle or tipping body) can also be hinged only on one side, it takes the hydraulic lifting from the opposite side. In this case the vehicle is assembled with only one lifting cylinder (ref. 250).
• This solution is useful for profiles with large difference between inclinations of the profile in downhill and uphill stations.
» The cabin (ref. 301 fig. 78 or ref. 303 fig. 117) with a double lifting system is useful for the overcoming of terrain bumps where the vehicle must follow concave path ways Where the path way has an intermediate point higher than the stations driving and counterweight.
With reference to figure n° 111 : Top view of an intermediate station (ref. 8) situated on a hill.
=> It can be noted how the vehicle (ref. 300) keeps the horizontal plane cabin (ref. 301 fig. 78 or ref. 303 fig. 117). It varies the inclination with respect to the trolley frame (ref. 85 fig. 78, fig. 117), the device uses first the lifting on one side and after positioning all lowered in the station (see the following figures). It permits the lifting of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) in the opposite side in output of station.
With reference to figure n° 112: Representation in front view of the vehicle (ref. 301) lifting on one side with maintenance of the floor cage horizontal during the passage on the saddle (ref. 133).
=> In the right-hand view (without the cabin) is to be noted the position of the guide rollers (ref. 251(a)) of the cabin (ref. 301 fig. 78 or ref. 303 fig. 117) in the higher position. It performs rolling on the guide (ref. 254(a)).
With reference to figure n° 113: Front view of vehicle (ref. 300) in station (ref 8) with platform of cabin (ref. 301 fig. 78 or ref. 303 fig. 117) parallel to the floor plane of the intermediate station (on the terrain bump) (ref. 8).
With reference to figure n° 114: Figure showing the cabin's frame (ref. 85) with double cylinder (ref. 250 and 250(a)) with passage on the central deviation saddle (ref. 133).
=> The two cylinders (ref. 250 and (250(a)) placed above the same vehicle's frame
(ref. 85) with fixed cabin, there are no dimensional changes compared with the vehicle with fixed cabin.
= The vehicle passes on the middle saddle (ref. 133) on the terrain bump. It is equipped with dual hydraulic lifting. In this position has both lifting cylinders retracted (ref. 250 and 250(a)).
= Note: In this position there are also all safety cylinders (ref. 252 and ref. 252(a)) on both sides of the trolley vehicle (ref. 85) blocking the cabin rotation pivot (ref.
253 and 253(a))
With reference to figure n° 115: View of the vehicle (ref. 300 composed by ref. 301, 85) lifted by the other side, it is in exit from the station located on the terrain bump (ref. 8). The vehicle (ref. 300 composed by ref. 301, 85) keeps the floor always horizontal in output of saddle of station (ref. 133), the other hydraulic cylinders (ref. 252(a) are actuated by locking the rotation pivots (ref. 253(a) fig. 114) of cabin (ref. 301 fig.78 or ref. 303 fig.117). They are placed on the opposite side of the lifting. 1.5 System "Reclaiming" application for material transport.
This configuration of the system is studied for development of tourist facilities nearest to the system.
■ Sometime near the ropeway system are present other touristic attractions. The ropeway for the transport of the passengers (ref. 84, 301) can be also used for material transportation. This configuration of use can damage the cabin, but with the proposed system is it possible to replace the cabin (ref. 84, 301) with another type of cabin transport material (ref. 303 fig. 117) specifically designed for this service until the end of works.
With reference to figure n° 116: Complete diagram of the system Reclaiming for transport material (ref. 302). The stations at upstream (ref. 2) and downstream (ref. 5) are completed with conveyor belts (306, 307, 308, 309).
This ropeway system can therefore be employed for moving the materials. It is possible to provide the vehicle with tipping body and performed the loading/unloading of materials in it by means of appropriate conveyer belts (ref. 306, 307, 308, 309).
■ It's important to consider that the local load applied by vehicle (ref. 302) to the carrying rope for transport material is higher than the load existing in the passenger transport configuration.
« In case of material transport configuration, this system can require higher rope diameters (ref. 33) because the local load applied is much higher. It's determined on the basis maximum weight of materials to be transported.
• The increase of carrying rope (ref. 33) diameter is possible, because during the design of the anchorage drums (ref. 123 and 124) requirements for further future system implementations have been kept into account.
■ In the vehicle the increasing of carrying rope diameter requires some modifications.
• It is necessary to modify the wheels' group (ref. 209 and 210 fig. 62) in particular the working on wheel (ref. 222 fig. 92), the sliding of brake (ref. 217 fig. 70).
■ Another modification is required to the jumper where the increasing of carrying rope diameter change the clamps of jumper (ref. 147 ref. 39 and 40).
» All these modifications required by the increasing of rope (ref. 33) represent an advantage for the system safety and improves the functional features of every component. ■ This study is based on this principle, because the carrying rope having a diameter of 60 mm is the minimum value for the correct working of all devices that interact on its in correct way (ref. 6 or 7).
With reference to figure n° 117: View of vehicle (ref. 302) with cabin body (ref. 303) for material transporting.
If this system of "Reclaiming" is used for material transporting, requiring the use of conveyer belts (ref. 306, 307, 308, 309 fig. 116) for material loading / unloading, it will be composed by:
« The driving station with double traction ropes (fig. 5) or driving station with one traction rope (fig. 8).
» The return and counterweight station is composed by double independent counterweights (fig. 22) in case of driving station with double traction ropes (fig.5) or double counterweights with single traction ropes (fig. 30) in case of driving station with one traction rope (fig. 8).
• Because the station with one counterweight and one traction ropes (fig. 28) is able to have a pulley on the roof (ref. 118). The pulley fitted on the roof (ref. 118) is an obstacle for the use of conveyer belts (ref. 309).
1.5.1 ANALYSIS OF THE FLOW OF MATERIAL FROM UPPER STATION AT LOWER STATION.
In the uphill station (ref. 2 fig. 118) it will upload the material filled with a charger (ref.
305 fig. 118) through a device in "gate" regulates the flow of material on the conveyor belt (ref. 307 fig. 118).
■ It uses a switch (ref. 311 fig. 118) on the horizontal conveyor belt (ref. 307 fig. 118) for choosing the material transportation between vehicle line 1 or line 2 using one of the two conveyor belts with ref. 306.
• The material begins to be loaded in the cabin body (ref. 302 fig. 119 and 118) when the vehicle is in contact with the group end limit bumpers (ref. 12). After half loading, the vehicle (ref. 302 fig.119) is advanced by some meters and raises to complete the loading station of the mountain (ref. 2 fig. 119).
The vehicle arrives to the downhill station (ref. 5 fig. 120) and after resting on the group end limit bumpers (ref.12) opens the tailgate (ref. 304 fig.117) for discharging the material. The possibility to have a tailgate with servo-control could be used to regulate the flow of the material. » The material is deposited on the conveyor belt (ref. 308 fig. 120), it is collected and brought on the horizontally conveyor belt (ref. 309 fig. 120) above the return station and tension (ref. 5 fig. 120).
With reference to figure n° 118: Driving station of mountain (ref. 2) with conveyors belt (ref. 306 and 307) and charger (ref. 305)
=> The material accumulated inside the charger (ref. 305) regulates the flow on the horizontal conveyor-belt (ref. 307) through a device gate.
=> A hydraulic switch (ref. 311) placed on the horizontal conveyor belt (ref. 307) allows to bring the material on the first or second conveyor belt (ref. 306) to bring it on vehicle with cabin body (ref. 302).
= The vehicle (ref. 302) begins to be refilled when it is filled on the buffers (ref. 12) of the station.
With reference to figure n° 119: Top view of the drive station (ref. 2) with different positions of the vehicle (ref. 302) at the beginning and at the completion of loading.
= It can be seen the configuration of the conveyor with the hydraulic switch (ref.
311) placed on the first conveyor belt (ref. 307).
= Three backstairs allow the passage over the conveyor belt (ref. 307) and the access to the covered walkway.
=> On one side of the conveyor belts (ref. 306), suspended with it, it is placed a grid for walkway to control the flow of the material.
With reference to figure n° 120: View of the downhill station (ref. 5) for unloading of materials.
=> It is composed of a conveyor belt (ref. 308) which receives the material from the vehicle with cabin body (ref. 302) . At the end of it, the material is transferred on a horizontal conveyor belts (ref. 309) placed on the roof of lower station (ref. 5).
With reference to figure n° 121: Top view of the unloading station (ref. 5) materials in which it can be noticed the positioning of the conveyor belts (ref. 308, 309). = Between the two conveyor belt (ref. 308) it is placed a covered walkway (ref. 100) to control the outflow of the material, the access to it is passing over the conveyor (ref. 309). Figures references. 6.1 FIGURES REFERENCES FOR WINCH, COUNTERWEIGHT AND LINE.
Reference n° 1: Driving engine station with double winch (ref.15 fig.5) (a winch for each runway).
Reference n° 2: Driving engine station with single winch (fig.8) (common winch for both runways).
Reference n° 3: Return station with a counterweight (fig. 22) and a single towing cable (ref. 34) for each runway.
Reference n° 4: Return station with a counterweight (fig. 28) and a one traction rope (ref. 34) for both runways with a pulley on the roof.
Reference n° 5: Return station with double counterweight (fig. 30) and a single traction rope (ref. 34) for both runways.
Reference n° 6: The path way for each line of vehicles is composed of double load- bearing rope (ref. 33) and a traction rope (ref. 34) with its return branch (the vehicles of each line move independently of each other).
Reference n° 7: The path way for each line of vehicles is composed of double load- bearing rope (ref. 33), while the traction rope (ref. 34) is common for both vehicles (when a vehicle goes down the other goes up).
Reference n° 8: Intermediate station for the passage on a knoll.
Reference n° 9: Protection wires under the load- bearing ropes (ref. 6 or 7) are shown for each passage of the load-bearing cables (ref. 33) at a distance of less than 4 meters from the ground profile.
Reference n° 10: Vehicle specially designed for this rope system composed by ref.
84 and 85.
Reference n° 11 : Double roller jumper for system with double traction rope (one for each system), (fig.39).
Reference n° 12: Bumpers group station with cross beam (fig.55).
Reference n° 13: Staircase in concrete and coverage for access stairs to the engine station (ref. 1 or 2).
Reference n° 14: Lateral earth carry-over for skiers exit on the tracks at the top station(ref. 1 or 2) . Reference n° 15: Complete winch system (Fig. 6) composed of rollers (ref. 19), deflection pulleys (ref. 16 and 18), driving pulley (ref. 17) connected to the main engine (ref. 20 and 29) and recovery engine (ref. 21 and 30).
Reference n° 16: Deflection pulley for traction rope entrance on the driving pulley (ref. 17).
Reference n° 17: Driving pulley which the main engine (ref. 20 and 29) and the recovery engine (ref. 21 and 30) are connected to.
Reference n° 18: Deflection pulley for the rope exit on horizontal deviation rollers
(ref. 19).
Reference n° 19: Horizontal deviation rollers for rope positioning on the side of the input traction rope (ref. 34).
Reference n° 20: Main reduction gear.
Reference n° 21: Recovery reduction gear.
Reference n° 22: Service brakes acting on brake disc (ref. 82) positioned on the input shaft from the main gearbox (ref. 20).
Reference n° 23: Service and / or emergency brakes of the driving pulley (ref.17). Reference n° 24: Emergency brakes on the driving pulley (ref. 17).
Reference n° 25: Hydraulic "OKCS" joint of the driving pulley shaft (ref. 17).
Reference n° 26: Metal sheet whose function is checking the correct position of the driving pulley (ref.17).
Reference n° 27: Metal sheet whose function is checking the correct position of the input and output pulley by the station.
Reference n° 28: Device whose function is checking the traction rope position controlling at the input/output drive pulley.
Reference n° 29: Main engine.
Reference n° 30: Recovery engine.
Reference n° 31 : Main gearbox locking device (ref. 20).
Reference n° 32: Recovery gearbox locking device (ref. 21).
Reference n° 33: Load-bearing rope.
Reference n° 34: Traction rope.
Reference n° 35: Cleaning device for driving pulley throat (ref. 17).
Reference n° 36: Equipment for recovery reducer (ref. 21) positioning with the driving pulley. Reference n° 37: Deflection pulley of the traction rope (ref. 34) placed in the center line of the pathway, with entry into the winch driving pulley.
Reference n° 38: Deflection pulley of the traction rope (ref. 34) for from the driving pulley of the winch to horizontal pulley for second path way crossing passage. Reference n° 39: Horizontal pulley which receives the traction rope by vertical pulley (ref. 38) and deflects it to the 2 nd horizontal pulley to lead it into the 2 nd pathway.
Reference n° 40: Horizontal pulley which receives the traction rope from the 1 st horizontal pulley (ref. 39) and deflects the vertical pulley (ref. 41) to lead it into the 2 nd pathway.
Reference n° 41: Vertical pulley which receive the traction rope by 2 nd horizontal pulley (ref. 40) and deflects it to place it on the centre line of the 2nd path way.
Reference n° 42: Checking support for the correct position of the horizontal pulley (ref. 39 and 40).
Reference n° 43: Protection and position check of the traction rope during the transition from the first horizontal pulley (ref. 39) to the second horizontal pulley (ref. 40)
Reference n° 44: Main shaft gearbox (ref. 20).
Reference n° 45: Shaft recovery gearbox (ref. 21) carrying the drive pulley (ref. 17). Reference n° 46: Driving pulley supports with bearings angular contact roller.
Reference n° 47: Carrying frame for driving pulley (ref. 17).
Reference n° 48: Main gearbox (ref. 20) load-bearing frame.
Reference n° 49: Load- bearing frame for recovery gearbox and the engine (ref. 21 and 30).
Reference n° 50: Load-bearing frame of emergency (ref. 24) and service (ref. 23) brake acting on the drive pulley (ref. 17).
Reference n° 51 : Keyless bushing the drive pulley (ref. 17) on the shaft (ref. 45). Reference n° 52: Share rod on the driving pulley (ref.17) to detect slip locking assembly (ref. 51).
Reference n° 53: Collar placed on the shaft driving pulley (ref. 17) to activate the breaking of the rod with ref. 52 in case of shrink disc skidding (ref. 51).
Reference n° 54: Carpentry deviation pulley and counterweight.
Reference n° 55: Roller bearing with angular contact. Reference n° 56: Side covers of deviation pulley for containment bearings (ref. 55). Reference n° 57: Positioning spacer of the pulley.
Reference n° 58: Synthetic insulating bush for the isolation of the pulley and transmission of signals via the traction rope (ref. 34). It also allows the rotation of the pin (ref. 61) in the case of breakage of the bearings (if the screws are not placed outside of ref. 60 flange).
Reference n° 59: Insulating plate positioned at the head of the pivot (ref. 61).
Reference n° 60: Lateral flanges positioned on both sides of the shaft with locking function (ref. 61)
Reference n° 61: Shaft of the deflection pulley on which the bearings (ref. 55) and the positioning spacers (ref. 57) are positioned.
Reference n° 62: Deflection pulley support.
Reference n° 63: Inner spacer positioned between the bearings (ref. 55) with the function of containment pulley (ref. 54) in case of bearings breakage.
Reference n° 64: Horizontal pulley support frame.
Reference n° 65: Leafy (insulating plate) to be placed between the central pivot (ref.
69) and the horizontal support (ref. 64).
Reference n° 66: Bushing to be placed inside the holes drilled on the pivot base. (ref.
69).
Reference n° 67: Laminated washer on the upper base of the pivot (ref. 69).
Reference n° 68: Lateral flanges positioned on the external diameter of the bearing seat for their locking (ref. 55).
Reference n° 69: Central pivot for horizontal sheave (ref. 54).
Reference n° 70: Cover to be placed on the central pivot (ref. 69) for containment of the bearings (ref. 55).
Reference n° 71 : Roller for deviation traction rope. It is mounted on a support with slots (ref. 76).
Reference n° 72: Horizontal breaking rods checking potential rope (ref. 34) coming out from the roller (ref. 71).
Reference n° 73: Vertical breaking rods checking potential rope (ref. 34) coming out of the rope from the rollers (ref. 71) (passing over).
Reference n° 74: Frame for rollers support (ref. 76) which has the same inclination of the steady gradient of the profile on which the rope is located. Reference n° 75: Screws for roller position adjustment (ref. 71).
Reference n° 76: Roller support group (ref. 71) with pivot for adjusting screws (ref.
75) positioning used for application on the load bearing structure (ref. 74 and
115).
Reference n° 77: Maintenance driving pulley (ref. 17) walkway.
Reference n° 78: Main engine (ref. 29) load bearing frame.
Reference n° 79: 2 nd main engine (ref. 29) load bearing frame.
Reference n° 80: Universal joint type "Elbe", it has the function of connecting gear unit (ref. 20) with main engine (ref. 29).
Reference n° 81: Universal joint type "Elbe", it has the function of connecting gear unit (ref. 21) with recovery engine (ref. 30).
Reference n° 82: Disc brake.
Reference n° 83: Wheel applied to the gear box frames (ref. 48 and 49) for the positioning and alignment with the driving pulley (ref. 17).
Reference n° 84: Cabin for passengers applied on the trolley with ref. 85.
Reference n° 85: Trolley studied for this type of system illustrated in detail with references of numbers between 200 and 270.
Reference n° 86: Concrete structures of the driving station.
Reference n° 87: Carpentry structure and self-supporting roof (made of panels) for covering driving station.
Reference n° 88: Adjustable bracket linking driving pulley frame (ref. 47) with brake positioning frame (ref. 50) to pick up the efforts which are generated during the braking action.
Reference n° 89: Access stairs to the winch area of the driving station.
Reference n° 90: Device whose function is to check the traction rope position at the input/output drive pulley by line (ref. 6 or 7)
1.6.1.1 ) Counterweight and line references.
Reference n° 100: Staircase in concrete and roof of the vehicles access stairs to the returning station and tensioning.
Reference n° 101: Lateral earth carry-over for exit skiers on the trucks at the valley station. Reference n° 102: 1 st deviation pulley which places the traction rope on the counterweight (ref. 103, 104, 111).
Reference n° 103: Frame supporting the counterweight pulley (ref. 104), scroll wheels inside of HEA profiles with ref. 106.
Reference n° 104: Counterweight pulley screwed on the frame with ref. 103.
Reference n° 105: Counterweight pulley throat cleaning device (ref. 104) fixed on the frame with ref. 103.
Reference n° 106: Guide counterweight with section HEA, fastened on the floor. Reference n° 107: Cross beam mounted on the counterweight "HEA" guides with ref.
106. It is fixed to the side of the anchor rope drum walls (ref. 123 and 124).
Reference n° 108: Sloping pulley placed at the exit of the counterweight, it deflects the traction rope of 900 mm.
Reference n° 109: Horizontals rollers conveyor assembly that deflects of the traction rope (ref. 34) and places the rope at 900 mm parallel to the traction input rope. Reference n° 110: Traction rope correct position placed at the entrance and exit of the counterweight pulley ref. 104.
Reference n° 111: Weight put in the frame (ref. 103) of the counterweight pulley
(ref. 104).
Reference n° 112: Upper limit switch, it stops the counterweight (ref. 103, 104). Reference n° 113: Rubber buffers to cushion any counterweight (ref. 103, 104) falls. Reference n° 114: Metal sheet whose function is checking the correct position of the counterweight pulley (ref. 103, 104).
Reference n° 115: Frame for rollers support (ref. 76) which has the same inclination of the steady gradient of the line on which the rope (ref. 34) is put in.
Reference n° 116: Horizontal pulley for the first deviation traction rope (ref. 34). Reference n° 117: Horizontal pulley for the second deviation traction rope (ref. 34). Reference n° 118: Deviation pulley placed on the roof.
Reference n° 119: Traction rope correct positon traction rope in the transition between the first horizontal pulley (ref. 116) and the second horizontal pulley (ref. 117).
Reference n° 120: Metal sheet whose function is checking the correct position of the horizontal pulley (ref. 116 e 117). Reference n° 121: Checking for traction rope correct positon placed at exit of the horizontal pulley (ref. 117) and in entrance of deviation pulley (ref. 118).
Reference n° 122: Metal sheet whose function is to check the correct position of the pulley deviation at exit of the counterweight.
Reference n° 123: Drum n°l unit for anchor load-bearing rope (ref. 33).
Reference n° 124: Drum n°2 unit for anchor load-bearing rope (ref. 33).
Reference n° 125: Concrete structures of the downhill (return) station.
Reference n° 126: Checking for traction rope correct position which have the function of controlling the movements along the axis parallel to the counterweight
(ref. 103, 104, 111) and it permits the rope (ref. 34) moving limited to the position change which assumes during the counterweight stroke.
Reference n° 127: Carpentry structure for return station covering.
Reference n° 128: Self-supporting roof return station, made of panels.
Reference n° 129: Support of horizontal pulley n° 1 (ref. 116), it's place above the dividing wall between stairs and the space stations where the drums (ref. 123 or
124) are located and in centre of which the counterweight is placed.
Reference n° 130: Support of horizontal pulley n° 2 (ref. 117), it's place above the dividing wall between the stairs and the second space stations where the drums
(ref. 123 or 124) are located.
Reference n° 131 : Jumper with single roller for one traction rope system (fig. 40). Reference n° 132: Line deviation saddles (ref. 7) for single winch driving station with one deviation roller. It's placed where the inclination changes.
Reference n° 133: Line deviation saddles (ref. 6) for the double winch driving station, with two deviation rollers. It's placed where the inclination changes.
Reference n° 134: Carpentry structure that supports the stress of the load bearing rope (ref. 33) and transfers it to the HEA profile that is inserted into the concrete plinth.
Reference n° 135: Clamp that has the function of blocking the load bearing rope (ref.
33).
Reference n° 136: Profile with section HEA inserted into the concrete plinth with a function of taking the stress from the clamps (ref. 135) that blocks the load bearing rope with ref. 33. Reference n° 137: Concrete plinth placed in the counterweight room or driving station, it's base for the carpentry structure that takes the stress from the load bearing rope (ref. 33) and transfers it to the HEA profile (ref. 136).
Reference n° 138: Access stairs to the counterweight area at the return station.
Reference n° 139: Deviation pulley placed at the exit/entrance of the counterweight, it deflects the rope on the horizontal pulley (ref. 116 or 117).
Reference n° 140: Hydraulic tensioning device which can be applied to the counterweight shown in Figure 22, 28, 30.
Reference n° 141: Hydraulic cylinder for hydraulic tensioning device.
Reference n° 142: Upper cross components anchored to the rails with HEA section
(ref. 106) through dynamometer pivots.
Reference n° 143: Fixing structure of the cylinder rod to the load bearing structure of the counterweight pulley (ref. 103).
Reference n° 144: Fixing structure of the cylinder rod to the load bearing structure of the counterweight pulley (ref. 103). It is drawn in a transparent mode to simulate the pulley counterweight stroke (ref. 104).
Reference n° 145: Assembly guides of the structure of the counterweight pulley (ref.
104) to contain the parallel displacement along the axis pulley during hydraulic tensioning (ref. 140). The rollers placed at the ends act on the internal wing of the
HEA profile (ref. 106).
Reference n° 146: Frame of the jumper supported by the double bearing roller of traction rope.
Reference n° 147: Clamps of the jumper, fixed at the bearing rope. (ref. 33)
Reference n° 148: Lateral guide to the line jumpers (ref. 11 and 131) for containment in event of clamps failure, it is fixed outside of the clamp jaws (ref. 147). It allows slip-off containment of the load bearing rope placed at the sides of the vehicle, it allows a realignment of the jumper during the passage of the vehicle.
Reference n° 149: Sheet metal for load bearing cable containment (ref. 33) in case of derailment of it inside the line while avoiding overlapping with the rope (ref. 34).
It also prevents overlapping of the traction rope (ref. 34) with the load bearing rope (ref. 33) in case of the fall from the rods.
Reference n° 150: Assembly roller line jumpers (ref. 11 and 131) on the saddle line
(ref. 132 and 133) on which the traction rope (ref. 34) passes. Reference n° 151 : Assembly of right jaw deflection saddle line.
Reference n° 152: Assembly of left jaw deflection saddle line.
Reference n° 153: Ropes (ref. 33) distance regulation crossbeam assembly.
Reference n° 154: "V" clamps for load bearing rope (ref. 33) connection through a tubular element (ref. 155).
Reference n° 155: Tubular structure that sets the distance of the load bearing rope
(ref. 33).
Reference n° 156: Assembly of lateral ropes position with ropes (ref. 33) with respect to the concrete structure of the station.
Reference n° 157: Mounting plate to the concrete wall for assembly of lateral ropes position (ref. 156).
Reference n° 158: Guide for deviation load bearing rope made of synthetic material for assembly of lateral ropes position (ref. 156).
Reference n° 159: Group composed of bracket and screws to adjust the load bearing rope guide (ref. 158) on which they are attached.
Reference n° 160: Frame for load bearing station limit bumpers.
Reference n° 161 : Hydraulic slowing down (deceleration) for emergency stop of the vehicle at the station.
Reference n° 162: Station buffers helping the deceleration of the vehicle during emergency braking of the winch and vehicle.
Reference n° 163: Device for "Hawe" valve activating the emergency braking of the vehicle.
Reference n° 164: Jumper frame supporting load bearing traction rope on the roller.
Reference n° 165: Two cross beams mounted on upper of the counterweight guides "HE A" with ref. 106. It is fixed to the side of the anchor rope drum walls (ref. 123 and 124). In the middle to them there is deviation pulley (ref. 139). .2 VEHICLE.
Reference n° 200: Trolley frame of the vehicle (ref. 85).
Reference n° 201: Drum (ref. 205) load bearing structure of traction rope on the vehicle.
Reference n° 202: Group cast socket traction rope (ref. 34) coming from upstream. Reference n° 203: Group cast socket traction rope (ref. 34) coming from downstream.
Reference n° 204: Hooking central cabin (ref. 84) placed over carrier anchoring cables structure (ref. 201).
Reference n° 205: Traction rope (ref. 34) wind up drum coming from upstream to downstream.
Reference n° 206: Hoop in rubber for cover the drum where the traction rope is wind up (ref. 205) on the vehicle.
Reference n° 207: Downstream anchorage passengers cabin (ref. 84).
Reference n° 208: Upstream anchorage passengers cabin (ref. 84).
Reference n° 209: Right rolling wheels group with two rolling wheels, an alternating current generator (alternator) (ref. 216), an emergency vehicle brake (ref. 217), a rope cleaning device (ref. 221) and containment roller on the load bearing rope
(ref. 218).
Reference n° 210: Left rolling wheels group with two rolling wheels, an alternating current generator (alternator) (ref. 216), an emergency vehicle brake (ref. 217), a rope cleaning device (ref. 220) and containment roller on the load bearing rope (ref. 218).
Reference n° 211: Anti-collision right group with line jumpers (ref. 11 and 131) and sheets for slip-off containment of the carrying rope (ref. 33).
Reference n° 212: Anti-collision left group with line jumpers (ref. 11 and 131) and sheets for slip-off containment of the carrying rope (ref. 33).
Reference n° 213: Group entrance traction rope (ref. 34) through the frame (ref. 200) with an invitation cone (ref. 248) and deviation rope saddle (ref. 247) towards the vehicle drum (ref. 205) to downstream.
Reference n° 214: Group entrance traction rope (ref. 34) through the frame (ref. 200) with an invitation cone (ref. 248) and deviation rope saddle (ref. 247) towards the vehicle drum (ref. 205) to upstream.
Reference n° 215: Speed control unit of the wind direction acting on the cabin (ref.
84, 301, 303).
Reference n° 216: An alternating current generator (alternator).
Reference n° 217: An emergency vehicle brake. Reference n° 218: Roller containment derailment of load bearing rope during emergency brake (ref. 217) operation.
Reference n° 219: Breakage bar (shear rod) signing potential load bearing rope slip- off its seat.
Reference n° 220: Left rope-cleaning device.
Reference n° 221: Right rope-cleaning device.
Reference n° 222: Wheels group whit shift and ball bearing.
Reference n° 223: Wheels left support frame, whit shift, brake and wheel guards. Reference n° 224: Wheels right support frame, whit shift, brake and wheel guards. Reference n° 225: Left protective plate shoveling the large amount of snow on the load bearing rope.
Reference n° 226: Right protective plate shoveling the large amount of snow on the load bearing rope.
Reference n° 227: Plate bolted on frame trolley (ref. 200) hydraulic slowing down
(deceleration) (ref. 161) occurs.
Reference n° 228: Plate on which "bumpers" (ref. 162) welded on the frame trolley
(ref. 200) occur
Reference n° 229: Action area of "Hawe" valve on the frame trolley (ref. 200).
Reference n° 230: Wheels pivot carries (ref. 209 e 210).
Reference n° 231 : Synthetic bushings interposed between the seat on the frame (ref.
200) and the wheels pivot unit (ref. 230).
Reference n° 232: Locking pivot pins (ref. 230) on the wheels frame (ref. 223 or
224).
Reference n° 233: Alternating current generator (alternator).
Reference n° 234: "zl" cog-wheel connected to the generator.
Reference n° 235: "z2" cog-wheel with idle pinion function.
Reference n° 236: "z3" cog- wheel is linked to the rolling wheel (ref. 222).
Reference n° 237: Linear actuator for brush arm motion, it gives power to the coupling the "V" profile wheel (ref. 242) and "V" seat wheel (ref. 243) placed at the side of wheel with ref. 222.
Reference n° 238: Support arm pinions and brush group.
Reference n° 239: Pinions with straight teeth for transmitting motion from "V" profile wheel (ref. 242) to the brush (ref. 241). Reference n° 240: Supporting steel structure for brush arm rotation (ref. 238).
Reference n° 241 : Brush group with shaft and bearings.
Reference n° 242: Group "V" profile wheel with shaft and rotation bearings.
Reference n° 243: "V" seat wheel bolted concentrically to the wheel with ref. 222.
Reference n° 244: Steel structure supporting the actuator (ref. 237).
Reference n° 245: Clamp with via micro signal flag in case of loosening of the traction rope (ref. 34) by cast socket (ref. 202 or 203).
Reference n° 246: Slipper guide support inserted inside the frame (ref. 200) to prevent traction rope or rope ballast rubbing on the frame near the casted head
(ref. 202 or 203)
Reference n° 247: Saddle rope support (ref. 249) deflecting the rope (ref. 34) towards the anchorage drum (ref. 205).
Reference n° 248: Guide cone of the traction rope (ref. 34) inserted in frame with ref.
200 avoiding contact with it and also performing the function of guiding the rope during the passage on jumpers or shoes line.
Reference n° 249: Supporting frame of the deflection shoe with ref. 247.
Reference n° 250: Passengers lift cabin hydraulic cylinder (ref. 301) and tipping body (ref. 303).
Reference n° 251: Guide rails group for passenger cabin (ref. 301) for tilting (ref.
303) while lifting with the hydraulic cylinder (ref. 250) inserted at the base of the cabin. The Mounting roller guide (ref. 261) and the outer guide roller group (ref.
263) are placed inside the cylinder.
Reference n° 252: Hydraulic cylinder group for cabin locking pivot (ref. 253) positioned in the seat (ref. 262).
Reference n° 253: Locking pivot for cabin when it is positioned in the seat (ref. 262) composed of pivot (ref. 265), two anti-vibration devices (ref. 266), roller (ref.
269) and components with ref. 267, 268, 269.
Reference n° 254: Group composed of base (ref. 262) for cabin pivot placement (ref.
253) and cabin self-aligning guide device (ref. 255) while lifting.
Reference n° 255: Cabin self-aligning guide device while lifting, it is installed inside the base (ref. 262) with pivots and rotation bearings.
Reference n° 256: Angst + Pfister damping cone to support the cabin (ref. 84). Reference n° 257: The total "bellows" closing for hydraulic lifting vehicle to close the volume which is generated between the frame (ref. 200, ref.85) and the bottom of the cabin (ref. 301).
Reference n° 258: Front "bellows" closing for hydraulic lifting vehicle to close the volume which is generated between the frame (ref. 200, ref. 85) and the bottom of the cabin (ref. 301).
Reference n° 259: Downstream supporting frame for hydraulic cylinder (ref. 250) bolted on the frame (ref. 200).
Reference n° 260: Upstream supporting frame for hydraulic cylinder (ref. 250) bolted on the frame (ref. 200).
Reference n° 261: Guide rollers groups acting on the outside of the self-aligning device cabin (ref. 255) inserted in the assembly of guide rails group (ref. 251) for passenger cabin (ref. 301) and on body (ref. 303) tilting.
Reference n° 262: Base for cabin locking pivot positioning (ref. 253) and it brings the self-aligning cabin device (ref. 255) while lifting.
Reference n° 263: Guide rollers groups acting inside of the self-aligning cabin device
(ref. 255) and inserted in the assembly of guide rails group (ref. 251) for passenger cabin (ref. 301) and body (ref. 303) tilting.
Reference n° 264: Red jaw placed on the piston rod (ref. 252) that blocks the pin when cabin is placed on the housing (ref. 262).
Reference n° 265: Carrier pivot roller with bearings for placement inside the housing
(ref. 262). Fixed on the cabin (ref. 301 or 303) through vibration dampers (ref.
266). At its end there is the part intended for the cabin locking cylinder (ref. 252) when it is in support position.
Reference n° 266: Vibration dampers for fixing on the cabin (ref. 301).
Reference n° 267; Ball bearings for roller (ref. 269).
Reference n° 268: Spacers and rings for locking in position of the roller (ref. 269). Reference n° 269: Roller for locating pivot ref. 253 inside the housing performed on the basis (ref. 262).
Reference n° 270: Pivot that is collocated in the middle of the damping cone (ref.
256) to join the trolley frame (ref. 85) and the cabin (ref. 84) 6.3 REFERENCES FOR STATIONS WITH KNOLL PASSAGE HYDRAULIC LIFTING AND MATERIAL TRANSPORT:
Reference n° 300: Vehicle with cabin for passenger (ref. 301) and trolley (ref. 85) on which the components with ref. n° 250, 251, 252, 253, 254, 257 o 258, 259, 260 are placed for cabin lifting (ref. 301).
Reference n° 301 : Cabin for hydraulic lift vehicle.
Reference n° 302: Vehicle with tipping body (ref. 303) and trolley (ref. 85) on which are placed the components with ref. n° 250, 251, 252, 253, 254, 257 o 258, 259 and 260 are placed for tipping body lifting (ref. 303).
Reference n° 303: Tipping body with open able front sideboards, (ref. 304).
Reference n° 304: Shores for tipping body.
Reference n° 305: Material storage tipping body at the top station with material flow regulated by a rolling shutter.
Reference n° 306: Conveyor belt at the upstream station to bring material into of the vehicle (ref. 302) placed along the line (ref. 7 or 6).
Reference n° 307: Conveyor belt at the top station to bring material from storage container (ref. 305) to the conveyor belts (ref. 306) placed along the line (ref. 7 or
6). Switching of material occurs trough a gate positioned on this conveyor belt
(ref. 311).
Reference n° 308: Conveyor belt positioned along the line (ref. 6 or 7) at the valley station to pick up the material coming out from the tipping body (from the opening of the shore whit ref. 304) of the vehicle (ref. 302) and bring it to the conveyor belt (ref. 309) located above the valley station.
Reference n° 309: Conveyor belt at the downstream station which receives the material from the conveyor belts (ref. 308) placed along the line (ref. 7 or 6) and unloads it in the downstream stock.
Reference n° 310: Cantilevered metal structure supporting the conveyor belt (ref.
306) at the top station having alongside the walkways for staff.
Reference n° 311: Gate on the conveyor belt with ref. 307 for switching material between the two conveyors belts placed along the line (ref. 306) for material download.
Reference n° 312: Access ramps at the intermediate station (ref. 8) for disabled people.
Next Patent: INTRUSION-PREVENTING DEVICE