Patent Application
20220410943
This application claims the benefit of and priority to Italian Patent Application No. 102021000017027, filed on Jun. 29, 2021, the entire contents of which is incorporated herein by reference.
The technical field of the present disclosure relates to aerial cable transportation systems (i.e., systems in which passengers and/or loads are transported along a predefined path by transportation units moved and supported in succession one after the other by at least one cable). In these systems, the path is usually bounded at the ends by terminal stations where passengers can embark and disembark from the transportation units. Between the terminal stations, these systems usually comprise intermediate structures which can be intermediate embarking and disembarking stations or intermediate structures for supporting the cable, generally in the form of pylons or towers. In this technical context, the present disclosure will address the issue of how to increase passenger safety. More specifically, the present disclosure will address the issue of how to improve the checking, understood as the continuous monitoring, of the advance of the transportation units travelling between the terminal stations.
Aerial cable transportation systems in which passengers are transported along a predefined path by suitable transportation units fed one after the other between two terminal stations, also known as the upstream and downstream stations, located at the ends of the system and in which passengers safely embark and disembark, are known. In particular, the term “aerial” refers to cable systems in which the transportation units are moved supported by at least one cable (i.e., the supporting cable), raised above the ground below, or above other possible fixed structures below.
An aerial cable transportation system is relatively very useful when the conformation of the ground below, or other surrounding factors, do not make advance on the ground feasible. For example, aerial cable systems are used in the case where the path to be travelled has major elevation changes, possibly with considerable slopes. This path is typical of ski/mountain areas and in this context these systems are also called uphill lift systems. However, the present disclosure and aerial cable systems in general also find advantageous application in urban contexts where land transport is congested. It is often also necessary to provide intermediate fixed structures along the path between the terminal stations, configured to support the cable. One reason for requiring such intermediate fixed structures may be the excessive distance between the terminal stations such as not to allow the cable to be arranged in a single span. Another reason may be the elevation profile of the path of the system in the event of significant slope changes. Each intermediate fixed structure for supporting the cable usually comprises a vertical support structure, such as for example a pylon or a tower, providing, on the top, cable support and guide devices, for example a head with a series of rollers. These rollers can be arranged along a single row (known as a support or retention roller conveyor) or along two superimposed rows between which the cable is made to slide (double-acting roller conveyor). In particular, these rows of rollers are installed on the top of the pylons by suitable fixed bracket structures (also known as support heads) constrained to the pylons. This bracket structure forms, together with the corresponding pylon, a substantially T-shaped fixed structure. Two parallel support heads can be provided to support the forward and return branches of the cable. These bracket structures or support heads are also configured to enable periodic inspection and servicing of the rollers and for this purpose are equipped with appropriate platforms (protected with rails) for the walking of the service staff If there is at least one supporting cable (two-cable or three-cable systems), the latter is always supported at the head of the pylons in a suitable structure (i.e., a saddle). At this saddle, the roller which usually rolls on the supporting cable rolls on the outer profiles of said saddle.
Safety in aerial cable systems is a very important parameter. As such, many specific rules impose certain standards by law on the manufacturers and systems are designed and provided with new solutions aimed at increasing passenger safety. To this end, the section of the path between the terminal stations represents the part of the transport which requires the most attention. For example, the regulations in force prescribe a minimum safety transverse distance that must be present between the pylons and the transportation units. As such, it is necessary to take into account that the transportation units can tilt due to the presence of lateral wind (i.e., perform rolling movements around the axis defined by the cable or directly advance in a tilted configuration). The maximum permissible tilt of the vehicles is therefore one of the parameters for designing a cable system. Upon reaching and exceeding the critical wind speed, at which the transportation units tilt beyond a certain limit angle with respect to the vertical of gravity, it is necessary to implement safety measures such as reducing the forward speed or stopping the system. For example, EP Patent No. 1837264 describes a cable transportation system provided with appropriate sensors for monitoring the tilt of the transportation unit and consequently controlling the operation of the system.
In this scenario, however, it must also be taken into account that the wind speed can also change relatively very quickly (the so-called “gusts”). In this case, the contact of the transportation units with the movable or fixed parts of the intermediate fixed structures (in particular, with the platforms or brackets supporting the rollers or the fixed structures supporting the cables) cannot be excluded because of the lack of physical time required to slow down or stop the system or because of the need to continue the operation to put the transportation units into storage (which operation lasts for a time in the order of 30 minutes or more). The transportation unit coming into contact with the intermediate fixed structure can also be hooked or blocked by the structure itself, and in such conditions, the transportation unit may fall to the ground, or the hauling cable may slip in the clamp (this is specifically permitted by law), resulting in the damage of the cable itself. Furthermore, in such conditions, other transportation units can bump into the blocked one, creating a situation of relative extreme danger.
Therefore, in cable transportation systems, there is the need not only to monitor the tilt of the moving transportation units but also to generally check the progress of the units outside the terminal stations to have immediate feedback of any transportation units blocked along the path at the intermediate support structures arranged along the route.
PCT Patent Application No. WO2020182791 describes a solution to the problem of having immediate confirmation of a blockage of a transportation unit during transit near a pylon. According to PCT Patent Application No. WO2020182791, each pylon is equipped with an entry sensor detecting the entry of the transportation unit into the pylon and an exit sensor detecting the exit of the transportation unit away from the pylon. These sensors are connected to a control unit so that when a transportation unit passes by the entry sensor, the numerical counter (initially set to zero) is increased by one numerical unit. When a transportation unit passes by the exit sensor, the counter is reduced by one numerical unit. Therefore, the current value of the counter identifies the number of transportation units occurring between the sensors along the pylon. An alarm will sound if this numerical value exceeds a certain threshold.
However, the above solution has some drawbacks. For example, the solution described in PCT Patent Application No. WO2020182791 is not able to check and signal any malfunctions that occur along the route between the pylons. For example, due to the falling of a tree on the cable, it may happen that the clamp is unable to get past this obstacle and therefore that the transportation unit is blocked (with the cable running) along the route outside the stations in a position between two pylons or in general upstream of a pylon. In this case, in the absence of units entering the pylon, the counter described in WO2020182791 would not be increased, would never exceed the critical threshold value and would therefore not be able to promptly signal the dangerous situation created.
Starting from this prior art, one object of the present disclosure is to provide a aerial cable transportation system which can overcome certain of the above-mentioned drawbacks of certain of the prior art. In particular, it is an object of the present disclosure to provide an aerial cable transportation system in which any blocking or slowing down of a transportation unit along the external path of the station can be identified and signalled. The route under control according to the present disclosure comprises both the portions along any intermediate fixed structures between the terminal stations and any external section between the terminal stations (i.e., both between the terminal stations and the proximal intermediate fixed structures and between adjacent intermediate fixed structures).
It should be appreciated that the present disclosure relates both to aerial cable transportation systems of the “single-cable” type, in which the supporting cable also acts as the hauling cable, and transportation systems with a dual supporting-hauling cable, or of the “two-cable” and “three-cable” type, in which one or two supporting cables, respectively, are present in addition to the hauling cable. Systems having two supporting cables and in which the advance is not generated by a hauling cable but by a motorized trolley supported by the cables are also envisioned. Where present, the hauling cable is looped and moved between the terminal stations, and in the case of single-cable systems, the transportation units comprise suitable devices (for example, clamps) so that they remain constrained to the cable at least in the section outside the stations. In the station, the transportation units are released from the hauling cable and proceed at a relatively lower speed, which is useful for relative safe embarkation and disembarkation, without slowing down the units moving along the rest of the route. If at least one supporting cable is present, the latter is substantially fixed (i.e., not moved between the stations except for periodic servicing and only subjected to limited movements due to change in the load conditions of the line) and the transportation units comprise further devices (e.g., roller trolleys) capable of sliding along the supporting cable. For convenience and unless otherwise specified, reference will be made to a single cable, understood as both a hauling and a supporting cable. In any case, the present disclosure is not limited to single-cable systems only and also extends to aerial cable systems with a dual supporting-hauling cable, of the two-cable or three-cable type, and with supporting cables only and motorized transportation units.
In various embodiments, the present disclosure provides a technical solution which can be integrated into an aerial cable transportation system comprising the following elements: at least one cable; a first fixed structure; at least one transportation unit; a plurality of sensors configured for detecting the passage of the transportation units; and a control unit connected to the sensors. The “at least one cable” feature indicates that the disclosure can be applied both in single-cable systems, in which a single cable carries out the hauling function and the supporting function, and in systems with several hauling cables, both in systems with more than one cable, in which there is one hauling cable and at least one supporting cable, and in systems with supporting cables only and motorized advancing trolleys. Aerial cable systems usually comprise fixed structures in the form of two terminal stations (i.e., passenger embarkation and disembarkation stations) located at the ends of the route. Fixed structures in the form of intermediate stations are also often provided. However, in general, the terminal stations and any intermediate stations have not been explicitly mentioned to emphasize that the present disclosure relates to checking/monitoring the advance of the transportation units along the whole route regardless of the types of structures present. The transportation units can be gondolas or chairs, or any other type suitable for passenger transport. Types of sensors configured to detect the passage of the transportation units includes, for example, capacitive sensors capable, for example, of interacting with and thus detecting the passage of the clamp constraining the transportation unit to the cable. Finally, a control unit connected to the sensors. Such a control unit may be the same already used in the system in which the new functions are inserted or may be one or more control units specifically dedicated to the implementation of the disclosure.
Having clarified these points, the plurality of sensors comprise at least two sensors, that is, at least a “first” sensor arranged at the exit area of the “first” fixed structure and at least a “second” sensor downstream of the first sensor at a corresponding known distance s1 s2 sn defined in cable-meters from the first sensor. “Exit area of the first fixed structure” is intended to mean the end section of the same beyond which the unit travels suspended in the air towards another fixed structure. The distance defined in cable-meters means the distance not calculated as the minimum space between two points, but the length measured along the axis of the hauling cable between two sensors. From a structural or mechanical point of view, the first and second sensors may also show no differences and may be the same or even be a single double-acting sensor. As such, a distinction between the first and the second sensor is how the control unit processes any signals detected therefrom. The first sensor is the starting check point (and as set forth below, a system may also have multiple starting check points along the route), whereas the second sensors are check points or finishing lines to check whether the transportation units are actually advancing as desired. As previously described, the second sensors downstream of the first sensor are arranged along the remaining part of the route at known distances s1 s2 sn (cable-meters); which type of support they are constrained to is not particularly relevant for the purposes of the general definition of the present disclosure, which pertains to monitoring the transportation units along their path starting from the exit from the first fixed structure and not only at some intermediate sections or at specific structures. For example, a first sensor may be arranged in the exit area of a first terminal station and the second sensors downstream of the first sensor may be arranged along the head of a cable support pylon, at an intermediate station, in the entry area of a second terminal station or also at specific points along the cable itself. In another example, a first sensor may also be arranged in the exit area of an intermediate structure and the same sensor may also act as a second sensor for a monitoring section upstream of the system. As such, one aspect of the present disclosure is checking the progress of the units along the system downstream of the first fixed structure(s). In this respect, an element in structural terms is the presence of a control unit, which is configured to receive from the first sensor the information that a transportation unit is leaving the fixed structure and at that point initiates the checking steps.
According to a first example, in that circumstance the control unit activates a counter to measure the meters of hauling cable fed outside the fixed structure. In this example, when the counter reaches a value of meters of cable delivered about equal to the distances s1 s2 sn, the control unit expects to receive from the second sensors an indication of the passage of the transportation unit. As such, there are two scenarios generally available. In the first scenario, the transportation unit actually passes by the second sensors when the meters of cable delivered are about equal to the distances s1 s2 sn and therefore the unit is secured to the cable and is proceeding in line with the theoretical timetable. “About equal” is intended to mean that the passage detected within a predetermined range of meters of cable delivered, with the distances s1 s2 sn as the centre of the range, is accepted as a good outcome. The second scenario contemplates that the unit does not reach the intermediate finish line or check point (where the second sensor is located) even if a quantity of meters of cable equal to the distances s1 s2 sn has actually been delivered from the fixed structure. Unfortunately, this means that something has happened which has compromised the natural coupling between the transportation unit and the hauling cable. In this condition, the control unit is configured to autonomously activate safety procedures and also optionally to emit an alarm signal and to indicate which is the sensor where the unit has not arrived as expected. In this condition, the operator in the station can also adequately intervene on the system and check the section between the signalled sensor and the one upstream thereof (the section where something has happened which has slowed down or blocked the advance of the unit with respect to the hauling cable). Generally, therefore, if the passage of the transportation unit at each second sensor downstream of the first sensor is not detected as expected, within a predetermined range between the actual meters of cable delivered and the distances s1, s2 sn, the control unit autonomously performs some safety procedures aimed at protecting the safety of the passengers. Reasons for delay with respect to the theoretical timetable or reasons for the blocking or slowing down of the unit with respect to the hauling cable may be, as indicated above, an undesired block at the pylon due to strong lateral or longitudinal wind which may cause undesired oscillations, or the falling of a tree on the cable.
The above has been centered on the measurement of the meters of cable delivered as a parameter for comparison with the known distances s1 s2 sn because the progression of the hauling cable exiting the station is a parameter already available, controlled, and immediate, without the need for differentiation calculations. Additionally or alternatively, instead of in terms of distances, it is possible to utilize terms of theoretical split times for reaching the sensors, this because the distance s1 s2 sn between the second sensors and the first sensor, as well as the theoretical speed of the transportation units (equal to the speed of the hauling cable) are known. In terms of time intervals, the present disclosure can also be extended to systems not provided with a hauling cable but provided with supporting cables only and motorized units. In these cases, to carry out the disclosure, it is necessary to calculate theoretical split times at which the transportation unit should pass by the second sensors downstream of the first sensor. In other words, if the control unit receives the indication of the exit of the unit at time t0, and based on data on the theoretical advance speed of the unit (speed of the cable or of the motorized trolley) and on the distance s1 s2 sn in terms of cable-meters between the sensors and the terminal sensor, it is able to calculate split times t1, t2, tn of the theoretical passage of the unit by the sensors.
As in the previous case, there are two general scenarios available at this point. In the first scenario, the transportation unit actually passes by the second sensors at the estimated split times t1, t2, tn and therefore in line with the calculated theoretical timetable. “At about the estimated time” is intended to mean that the passage is detected by the sensor and occurs at most with a delay or an advance within a set maximum limit threshold. In this respect, the various sensors send the information about the passage to the control unit, which checks whether the unit is actually too late or too early with respect to the calculated theoretical timetable (split times). If the unit reaches the intermediate finish line or check point (where the second sensor is located) too late or too early with respect to the calculated theoretical timetable (split times), or does not reach it at all, the control unit is configured to automatically intervene on the system appropriately. The section between the alarmed sensor and the one upstream thereof (the section where something has occurred that has slowed down or blocked the advance of the unit) can then be checked.
It should be appreciated that to increase safety, in certain embodiments, both logics are activated simultaneously (i.e., a double check based on the cable meters supplied with known distances s1 s2 sn and the theoretical split times t1 t2 tn with respect to the real times of arrival at the sensors).
In certain embodiments, the first fixed structure is a first terminal station which actually represents the starting point of the transportation unit's journey along the system. However, as already described above, this concept of “starting point” of the check can also be generalized and shifted to an intermediate position of the system by providing two or more starting points of the monitoring cycle. In this respect, a pylon can also act as a first fixed structure and the system is divided into two or more checked sub-systems (i.e., a first sub-system between the first terminal station (with a first sensor) and said pylon, and at least a second sub-system between said pylon and the second terminal station or another pylon). This possibility of providing several “first structures” is advantageous for relatively long-distance systems in which natural accumulated tolerances can increase precisely in view of the relatively long distance.
Considering the method of operation of the system, the method can be summarized as follows divided according to the two logics.
If the checking parameter is space, the steps will be:
If the checking parameter is time, the steps will be:
It should be appreciated that these methods must be repeated for each travelling transportation unit, and as mentioned above, several starting check points can be provided along the path.
According to certain embodiments, the system comprises: a first terminal station; a second terminal station; and at least one intermediate structure between the terminal stations; wherein at least a first sensor or exit terminal sensor is arranged in the exit area of the first terminal station, at least a second entry terminal is arranged in the entry area of the second terminal station, and at least a second sensor, or intermediate sensor, is arranged at the at least one intermediate structure.
In certain embodiments, each intermediate structure comprises an entry area and an exit area for the transportation units. In this case, for each intermediate structure, a second (intermediate) sensor is provided only in the exit area of the intermediate structure, or a second (intermediate) entry sensor and a second (intermediate) exit sensor are provided in the entry area and in the exit area, respectively, of the intermediate structure.
As already described, an intermediate structure is, for example, an intermediate station and/or a pylon supporting the cable. However, as mentioned, a sensor can also be directly constrained along the cable by a suitable U-bolt, for example, in the absence of intermediate structures.
According to a more detailed embodiment, the terminal stations are U stations for providing two opposite directions of travel of the transportation units. Therefore, each terminal station comprises a second entry terminal sensor and a first exit terminal sensor and each intermediate structure comprises, for each direction of travel, a second (intermediate) entry sensor and a second (intermediate) exit sensor.
Further features and advantages of the present disclosure will be apparent from the following description of a non-limiting embodiment thereof, with reference to the figures of the accompanying drawings, wherein:
Therefore, with reference to the accompanying figures,
In this last example, which may represent a considerably lengthy system, as in other systems, several “first sensors” (i.e., several starting check or monitoring points) and several corresponding fixed structures, which act as first structures for said first sensors, can be provided. The concept of “starting point” of the check can also be generalized and shifted to an intermediate position of the system. In this respect, a pylon can also act as a first fixed structure and the system is divided into two or more divided check portions (i.e., a first portion between the first terminal station (with a first sensor) and said pylon, which acts as a first fixed structure with a corresponding first sensor for at least a second portion between said pylon and the second terminal station. In the latter case, the same sensor can act both as a second sensor for the upstream check section and as a first sensor for the downstream check section).
Lastly, it is clear that modifications and variations may be made to the disclosure described herein without departing from the scope of the appended claims. That is, the present disclosure also covers embodiments that are not described in the detailed description above as well as equivalent embodiments that are part of the scope of protection set forth in the claims. Accordingly, various changes and modifications to the presently disclosed embodiments will be apparent to those skilled in the art.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102021000017027 | Jun 2021 | IT | national |
