Vehicle with shock absorption and device including the vehicle

Abstract

The present invention relates to a vehicle (1) for transporting people on an inclined track (V) of a cable transport device, which comprises a carriage (10) and is adapted to travel on the track (V) during being towed by at least one towing cable (C1) of the transport device; a passenger cabin support (120) carried by the carriage (10); an on-board braking device (14) and a shock absorber (13), the shock absorber (13) being connected to the on-board braking device and the passenger cabin support (120) and being adapted to convert the kinetic energy of the passenger cabin support (120) into heat when the passenger cabin support (120) moves along a shock absorption trajectory line in the shock absorption direction relative to the on-board braking device (14), characterized in that the on-board braking device (14) is rigidly connected to the carriage (10), and the vehicle further comprises a sliding link (12) between the passenger cabin support (120) and the carriage (10) to guide the movement of the passenger cabin support (120) relative to the carriage (10) along the shock absorption trajectory line.

Description

Technical Field

[0001] The present invention relates to the field of personnel transportation, and more particularly to a vehicle provided for a transportation device, which moves a vehicle guided, slid or traveling on a track with the same or variable gradient by one or more cables.

[0002] This type of transportation device can be a cable device traveling on a railway track, an equivalent device traveling on a track other than a vehicle using tires, or a vertical or inclined ascending device. Background Art

[0003] The present invention more precisely relates to attenuating the power of the vehicle during deceleration, especially during sudden braking in special or emergency situations, such as when there is a major failure in the drive mechanism of the vehicle, or in case of overspeed or when the vehicle falls after one or more towing cables break.

[0004] Therefore, patent document FR3012121 describes an emergency braking system for a transportation device, which includes at least one cable for towing a vehicle. The vehicle travels on an inclined track and is equipped with two retractable clamps, and each clamp cooperates with a frame parallel to the track to form a safety brake. The vehicle is equipped with an on-board assembly, which includes two identical shock absorber unit sets respectively for each of the two frames. These units are formed by a shock absorption main body connected to the vehicle and a movable assembly, and the movable part is guided relative to the shock absorption main body at least in a linear track line between the shock absorption ends in the waiting position and the traveling position. The two units are controlled by a common safety controller, which drives the units when it detects that the reference speed of the vehicle has been exceeded. If the safety brake is actuated, the shock absorber units will be activated, but in case of emergency braking, if the safety brake is not actuated, the shock absorber units may not be usable. For example, when the vehicle stops on a buffer located at the lower end of the track, or if the towing cable of the vehicle suddenly decelerates.

[0005] Patent document JPH10167626 describes a variant of the aforementioned inclined elevator, in which the shock absorption device is located between a chassis part connected to the cable and carrying the passenger cabin and a chassis part carrying the safety brake and connected to the previous part through a shock absorber. The chassis part carrying the safety brake is located below the part carrying the cable, and if necessary, it allows to stop the passenger cabin when the vehicle contacts the end of the traveling stop buffer at the lower end of the track. However, the shock absorber will not suddenly decelerate due to the towing cable stopping.

[0006] Furthermore, the shock absorption device described in this document is intended for transportation equipment, where the track is of course inclined, but generally the slope is constant.

[0007] However, in a device where the track has a variable slope, but the attitude of the passenger cabin must remain horizontal throughout the journey, it is necessary to ensure that during emergency braking or sudden stop, the shock absorption should be progressive, reliable and effective, and should remain within the range specified by the reference of horizontal and vertical acceleration regardless of the position on the track. Summary of the Invention

[0008] In this document, the object of the present invention is to propose a technical solution that allows controlling the mechanical and kinetic pressures resulting from these requirements.

[0009] Therefore, the object of the present invention is to incorporate an energy absorption device into a transportation equipment that includes a vehicle traveling on an inclined track and towed by one or more cables, such as an inclined lifting equipment or a cableway equipment. The energy absorption device allows the passenger cabin to gradually decelerate in various emergency braking situations, for example, by decelerating one or more towing cables, by driving a safety brake, or by the vehicle reaching the limit stop of the buffer of the stop equipment, or by the vehicle encountering an obstacle on the track and entering an emergency braking situation.

[0010] The present invention also attempts to allow these energy absorption devices to be incorporated into equipment with a non-constant slope combination. This object of the present invention is achieved by a vehicle for transporting people on an inclined track of a cable transportation equipment. The vehicle includes a carriage adapted to travel on the track while being towed by at least one towing cable of the transportation equipment; a passenger cabin support carried by the carriage; an on-board braking device; and a shock absorber connected to the on-board braking device and the passenger cabin support, and adapted to convert the kinetic energy of the passenger cabin support into heat when the passenger cabin support moves along the shock absorption locus line in the shock absorption direction relative to the on-board braking device, characterized in that the on-board braking device is rigidly connected to the carriage, and the vehicle further includes a sliding link between the passenger cabin support and the carriage to guide the movement of the passenger cabin support relative to the carriage along the shock absorption locus line.

[0011] According to an advantageous feature, the shock absorption locus line is straight.

[0012] According to a preferred embodiment of the present invention, the carriage is provided with at least one set of wheels traveling on the track, one or more sets of wheels defining a traveling plane, and the shock absorption locus line is preferably parallel to the traveling plane.

[0013] According to another feature, the carriage is provided with a connection interface to the towing cable C1.

[0014] According to an alternative variant, the vehicle further includes a passenger compartment and a pivot link between the passenger compartment and the passenger compartment support.

[0015] The pivot link is preferably mounted below the floor of the passenger compartment.

[0016] According to other alternative features, the vehicle includes a passenger compartment attitude holding device, which preferably includes at least one set of one or more rollers, which are intended to cooperate with at least one auxiliary rail C2 of the device to guide and adjust the attitude of the passenger compartment.

[0017] According to a variant, the carriage is provided with a buffer, which is used to finally contact a stopper at the lower end of the track in an emergency.

[0018] The shock absorber can be of any type that allows energy dissipation, in particular through solid friction, plastic deformation of the material, or by electromagnetic or hydraulic means. Of course, an energy dissipation device that can be used multiple times is preferred, and by returning the passenger compartment support to the operating position, it can be reset after the device is triggered by an emergency stop. According to a particularly advantageous embodiment, the shock absorber is a long-stroke hydraulic cylinder, the stroke of which is greater than 1 m, preferably greater than 1.8 m. Of course, the stroke can vary greatly according to the characteristics of the device, especially in terms of speed and gradient, and also in terms of regulatory requirements, such as according to inclined lifting equipment, cable equipment, or amusement facilities.

[0019] According to other specific variants, the on-board braking device on the carriage includes a safety brake or a retarder.

[0020] According to an embodiment, the vehicle includes a locking device, which locks the shock absorber or locks the passenger compartment support relative to the carriage in place if the triggering condition is not met, and releases the shock absorber or the passenger compartment support if the triggering condition is met. Therefore, the shock absorber is only activated when needed and does not interfere with the normal operation of the device, such as during the boarding and landing phases or during a movement phase below the specified acceleration limit.

[0021] The triggering condition can be determined by one or more sensors, in particular speed, vertical or horizontal acceleration or tilt sensors, or simply a fault warning. The triggering condition can be an exceedance of the threshold of the sensor, or a more complex condition, for example depending on two parameters, such as speed or acceleration and gradient. The triggering condition can also be determined by a safeguard lock, which is between the locking device and the on-vehicle braking mechanism on the vehicle, in particular an emergency brake, a safety brake, a retarder or a speed limiter, or between the locking device and a collision detector (for example, a detection cable tensioned at the lower end of the carriage). If a pressure exceeding a given threshold on the lock should (preferably reversibly) cause a change in the state of the lock, the sensor can also be incorporated into the lock.

[0022] The sensor can also be incorporated into any triggering control device that triggers the propulsion button or the on-vehicle braking device.

[0023] The locking device can include a lock directly arranged between the carriage and the cabin support. Alternatively or additionally, the locking device can include a lock for locking the movable part of the shock absorber relative to the body of the shock absorber in place, with two shock absorber elements formed by the movable part of the shock absorber and the body of the shock absorber, one of the two shock absorber elements being attached to the carriage and the other of the two shock absorber elements being attached to the cabin support.

[0024] Preferably, a device for resetting the shock absorber is provided, which is adapted to move the cabin support relative to the carriage in a direction opposite to the shock absorption direction to an operating position. The device preferably has motor means, which can be independent of or not independent of the shock absorber. For example, it can be an electric motor acting through a power mechanical transmission chain between the carriage and the cabin support. It can also be a device acting directly on the shock absorber. For example, if the shock absorber has a hydraulic cylinder, a pump can be provided to the hydraulic chamber of the hydraulic cylinder.

[0025] Another object of the present invention is a device for transporting people, which includes a lower station, an upper station, an inclined track connecting the lower station and the upper station, at least one traction cable, at least one fixing device for driving the traction cable, and at least one vehicle adapted to travel on the inclined track and be towed by the traction cable, characterized in that the vehicle is a transport vehicle having the foregoing characteristics. In this case, the terms "lower station" and "upper station" refer to two stations at different heights, whether they are terminal stations or intermediate stations.

[0026] According to a variant of such a device, the transport vehicle is provided with a safety brake or a retarder, and the transport vehicle is adapted to cooperate with a fixed brake rail of the transport device. The brake rail can in particular be a track having a friction surface for a friction brake of the vehicle, or a rail having a frame in which a pin or a retractable fixing hook rigidly connected to the carriage is inserted.

[0027] According to another variant, a stop is provided at the lower end of the track, which stop is adapted to come into contact with a buffer carried by the passenger compartment of the transport vehicle in the event of an emergency.

[0028] According to yet another variant, the gradient of the track is not constant. If appropriate, in this hypothesis, the vehicle can include a passenger compartment and a pivot linkage, which pivot linkage is mounted below the floor of the passenger compartment between the passenger compartment and the passenger compartment support; and a passenger compartment attitude maintenance device, which preferably includes at least one set of one or more rollers, which rollers are intended to cooperate with at least one auxiliary rail of the device to guide and adjust the attitude of the passenger compartment.

[0029] Preferably, the device includes at least one attitude maintenance rail, and the passenger compartment attitude maintenance device cooperating with the attitude maintenance rail includes at least one set of one or more rollers, which rollers are intended to cooperate with the attitude maintenance rail of the device.

[0030] According to another specific variant of the device, the fixing device for the drive cable includes a braking system for the cable.

[0031] The vehicle according to the present invention provides a balanced and stable support for the passenger compartment on the track and at the same time provides a high-performance shock absorption capacity in the event of braking or sudden stop, which ensures a gradual and ideal deceleration.

[0032] The device according to the present invention allows for the transportation of people on an ascending path or trajectory line having a complex profile and geometry, in particular on a track (such as a parabolic track) having a uniform or variable gradient, while maintaining the comfort of the people and ensuring the safety of the people in all cases. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] With reference to the drawings described in detail below, other features and advantages of the present invention will become apparent by reading the following description.

[0034] Figure 1 is an overall view of a transport device, which transport device includes a track with a variable gradient, on which the vehicle according to the present invention moves.

[0035] Figure 2A is a side view of an embodiment of the vehicle according to the present invention before shock absorption, the vehicle being in a position corresponding to the length of an inclined track having a minimum gradient.

[0036] Figure 2B is Figure 2A A side view of the vehicle at the same position, however after shock absorption.

[0037] Figure 3A A side view of an embodiment of the vehicle according to the present invention before shock absorption, the vehicle being in a position corresponding to the length of an inclined track with the maximum gradient.

[0038] Figure 3B is Figure 3A A side view of the vehicle at the same position, however after shock absorption.

[0039] Figure 4 is Figure 2A and 3A A front view of the vehicle.

[0040] Figure 5 A schematic diagram of the hydraulic shock absorption control circuit of the vehicle in the previous figure, which is combined with a hydraulic locking device for shock absorption of the vehicle.

[0041] Figure 6 A schematic diagram of another embodiment of the locking device for shock absorption of the vehicle.

[0042] Figure 7 A schematic diagram of a third embodiment of the locking device for shock absorption of the vehicle.

[0043] For greater clarity, the same or similar elements are denoted by the same reference numerals in the text and the figures.

[0044] Of course, the embodiments of the present invention shown in the figures and described below are given only as non - limiting examples. It is expressly provided that the various embodiments may be combined with each other to yield other embodiments. Detailed Description of the Invention

[0045] The vehicle 1 according to the present invention is intended to provide passenger transportation in a transportation device T, which in this embodiment is a lifting device with the same or variable slope, but may also be a cable device or a recreational device.

[0046] In Figure 1 the embodiment shown, in this case, such a device T includes a curved track V with variable slope, the track V defining a parabolic path between an upper terminal station S2 and a lower terminal station S1. In this case, a stop B is provided at the lower end of the track V below the station S1 to provide a decisive stop for the vehicle 1 and stop the vehicle 1 in case of a cable break or a major malfunction of the device.

[0047] In this embodiment, and in particular as Figure 2A , 2B (with a steep gradient) and 3A, 3B (with a gentle gradient) show, the track V comprises (for example and in a conventional manner) a railway track having two parallel rails R1, R2 on which the vehicle 1 travels.

[0048] The vehicle 1 comprises a carriage 10 which is adapted to travel on the track V during being towed by at least one towing cable C1 of the equipment T to be transported; a passenger cabin 11 and a support 12 for the passenger cabin 11 carried by the carriage 10. Thus, the carriage 10 is provided with a connection interface to the towing cable C1. The vehicle 1 further comprises a pivot link 12 between the passenger cabin 11 and the support 120 for the passenger cabin 11. In particular as Figure 2A and 3A show, the pivot link 12 is mounted under the floor of the passenger cabin 11.

[0049] The structure of the vehicle 1 is symmetrical with respect to its middle vertical plane, so that the devices described below are repeated on either side of the vehicle and the track, as Figure 4 show.

[0050] If necessary, the vehicle 1 will comprise a plurality of passenger cabins which are coupled or rigidly connected to a common support. The cable C1 is driven in a conventional manner by at least one fixed drive means, such as a motor (not shown).

[0051] The vehicle 1 further comprises an on-board braking device 14 and a shock absorber 13 which is connected to the on-board braking device and the support 120 of the passenger cabin 11, in particular as Figure 2A and 3A show. The shock absorber 13 is adapted and intended to: convert the kinetic energy of the passenger cabin support 120 into heat when the support moves along a shock absorption trajectory line in the shock absorption direction (in this case towards downwards) with respect to the on-board braking device 14.

[0052] In this case, the shock absorber 13 is a long-stroke hydraulic cylinder having a stroke greater than 1 m and preferably greater than 1.8 m. The other parameters of the shock absorber will be determined according to various parameters, in particular the mass of the vehicle 1 (with its load of persons), its inertia and the reference speed.

[0053] The transport device T is also provided with a fixed braking system (not shown), which is attached to the on-vehicle braking device on the vehicle 1 and is rigidly connected to its lower structure and coupled to the device for driving the traction cable C1. The braking devices 14 (which are respectively fixed and on-vehicle) are, for example, consistent with the braking devices described and illustrated in the patent application FR3079223A1.

[0054] Thus, the fixed braking system incorporated in the device T includes, for example, two parallel racks (not shown) extending over the entire length of the track V, each close to one of the two rails R1, R2 of the track, while the on-vehicle braking device 14 of the vehicle 1 includes safety brakes (especially visible in Figure 2A and 3A ).

[0055] According to a particular aspect of the invention, the on-vehicle braking device 14 is rigidly connected to the carriage 10, and the vehicle 1 further includes a sliding link 12 between the support 120 of the passenger compartment 11 and the carriage 10 to guide the sliding movement of the passenger compartment support 120 relative to the carriage 10 along a shock-absorbing trajectory. In the embodiment of the invention shown in the drawings, the shock-absorbing trajectory is straight and the sliding link 12 extends parallel to the track V.

[0056] The carriage 10 is provided with at least one set of wheels 1a, 1b for traveling on the track V, and one or more sets of wheels define a traveling plane, and the shock-absorbing trajectory is preferably parallel to this traveling plane.

[0057] The vehicle according to the invention is provided with means for maintaining the attitude of the passenger compartment 11. This means preferably includes at least one set of one or more rollers 111, which are intended to cooperate with at least one auxiliary rail C2 of the means to guide and adjust the attitude of the passenger compartment 11. The roller 111 is mounted on the lower part of the structure of the passenger compartment 11, on the side facing the track V.

[0058] As Figure 1 shown, as the track V rises, the traction cable C1 and the auxiliary attitude cable C2 move further apart, and conversely, they become closer at the lower part of the track V. Therefore, this set of rollers 111 is preferably provided with inclined hinges for following the cable C2 along its bending direction.

[0059] The carriage 10 is provided with a buffer 101 at its lower part, and this buffer 101 is intended to finally contact the stopper B located at the lower end of the track V at the end of an emergency running stop. In the embodiment shown in the drawings, the cabin support member 120 has a triangular profile in this case, and its vertex is connected to the bracket 110 through the main shaft X, and this bracket 110 extends under the floor of the cabin 11. The slider 12 itself includes, for example, a groove generated at the base of the support member 120, and this support member 120 is slidably engaged in a rib rigidly connected to the carriage 10. However, a contrary configuration is possible without departing from the scope of the present invention.

[0060] In the case of an emergency brake (by opening the safety brake 14 of the carriage 10 or activating the fixed braking system of the device T) or the carriage 10 suddenly stops on the stopper B, especially in the case of a major failure of the device or a break in one of the cables, and due to the kinetic energy of the vehicle 1, the support member 120 of the cabin 11 slides downward in the slider 12. To control its deceleration, this sliding is slowed down by the shock absorber 13 that absorbs the kinetic energy of the vehicle 1.

[0061] Even in the case of an emergency brake of the vehicle or a vehicle failure, the balance of the vehicle 1 is maintained, especially the attitude of the cabin 11, because the shock absorber 13 controls the deceleration of the support member 120 by means of the slider 12, thus ensuring the comfort and safety of the personnel.

[0062] In Figure 2A and 3A the vehicle 1 on the two lengths of the track V is in the normal transportation stage, and these two lengths of the track V have different slopes of 70° and 20° respectively with respect to the horizontal. The support member 120 is located at a high position on the slider 12, and thus the shock absorber 13 is relaxed.

[0063] Figure 2B and 3B correspond to the same vehicle 1 traveling on the same length of the track V as Figure 2A and 2B but in the case of sudden deceleration or emergency stop. In this case, due to the inertia of the vehicle 1, the support member 120 moves downward on the slider 12, but the shock absorber 13 absorbs its kinetic energy partially through heat loss, and thus slows down the movement of the support member 120 and thus the cabin 11. Therefore, the cabin 11 gradually comes to a stop.

[0064] Figure 5Shows a hydraulic circuit 200 for controlling a hydraulic shock absorber 13, the hydraulic circuit 200 including a variable - volume chamber 201 rigidly connected to the carriage 10, and a piston 202 rigidly connected to a support 120 of the passenger compartment 11 sliding in the variable - volume chamber 201. The variable - volume chamber 201 is connected to a tank 203 through a shock - absorption control valve 204 and a restraint 205. Optionally, a filling control valve 206 allows the variable - volume chamber 201 to be connected to a pump 207.

[0065] By default, the shock - absorption control valve 204 isolates the variable - volume chamber 201, and if there is a filling control valve 206, the filling control valve 206 is connected to the shock - absorption control valve to reduce the pressure 205. If the deceleration threshold of the carriage 10 is exceeded, a control circuit 208 causes the shock - absorption control valve 204 to change state, the control circuit 208 being controlled by an accelerometer 209 located on the carriage 10. Once stopped, a manual control member 210 allows driving the pump 207 and the filling control valve 206 to fill the variable - volume chamber 201 and return the movable support 120 of the compartment 11 to the operating position.

[0066] Thus, this enables the hydraulic shock absorber 13 to be driven only when necessary. Since the driving time does not exceed a few milliseconds, this is short enough for an acceleration threshold allowed in the compartment 11 not to be exceeded.

[0067] Figure 5 The device in [description] is just one of various solutions envisaged for locking the passenger - compartment support 120 relative to the carriage 10 in the operating position without sudden deceleration. In a variant, it may be provided to directly control the shock - absorption control valve 204 by the hydraulic pressure in the variable - volume chamber 201, or more generally by a mechanical or hydraulic signal indicating that a pressure threshold between the variable - volume chamber 201 and the piston 202 has been exceeded.

[0068] As Figure 6 shown, other types of locking may be provided between the chamber 201 and the piston 202 of the shock absorber 13, for example by a mechanical lock 304 instead of a hydraulic lock. As Figure 7 shown, a lock 404 may also be provided and arranged directly between the passenger - compartment support 120 and the carriage 10. In all cases, the triggering of the lock will be controlled by a triggering condition related to the shock - absorption requirement. Such a triggering condition may be determined by one or more sensors, in particular speed, vertical or horizontal gradient sensors, or only by a fault - warning sensor, or by more specific sensors, such as a cable - break sensor or an obstacle sensor. The mechanism for creating a protective lock between the locks 204, 304, 404 and an emergency brake, a safety brake, a retarder or a speed limiter also falls within the scope of the envisaged sensors.

[0069] Of course, various modifications can be made.

[0070] The attitude of the passenger cabin 11 can be maintained by any suitable device, in particular by a passive purely mechanical device or by an active actuating device which is controlled by a signal representative of, for example, the horizontal state of the passenger cabin. Such a variant would be particularly suitable for installing the present invention in an amusement facility in which the attitude of the passenger cabin is changed slowly and carefully during travel.

Claims

1. A vehicle (1) for transporting people on a track (V) of a transport device, the vehicle (1) comprising a carriage (10) adapted to travel on the track (V) during being towed by at least one towing cable (C1) of the transport device; a passenger compartment support (120) carried by the carriage (10); an on-board braking device (14) and a shock absorber (13), the shock absorber (13) being connected to the on-board braking device (14) and the passenger compartment support (120) and being adapted to convert the kinetic energy of the passenger compartment support (120) into heat when the passenger compartment support (120) moves relative to the on-board braking device (14) along a shock absorption trajectory line in a shock absorption direction, characterized in that, The on-board braking device (14) is rigidly connected to the carriage (10), and the vehicle (1) further includes a sliding link (12) between the cabin support (120) and the carriage (10) to guide the cabin support (120) to move relative to the carriage (10) along a shock-absorbing trajectory line.

2. The vehicle (1) according to claim 1, characterized in that, The shock-absorbing trajectory line is straight.

3. The vehicle (1) according to claim 2, characterized in that, The carriage (10) is provided with one or more sets of wheels (1a, 1b) for traveling on the track (V), and the one or more sets of wheels (1a, 1b) define a traveling plane.

4. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The carriage (10) is provided with a connection interface to the towing cable (C1).

5. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The vehicle (1) further includes a cabin (11) and a pivot link, and the pivot link is between the cabin (11) and the cabin support (120).

6. The vehicle (1) according to claim 5, characterized in that, The pivot link is installed below the floor of the cabin (11).

7. The vehicle (1) according to claim 6, characterized in that, The vehicle (1) includes a cabin attitude holding device, and the cabin attitude holding device includes at least one set of one or more rollers (111) for cooperating with at least one auxiliary rail (C2) of the transportation device to guide and adjust the attitude of the cabin (11).

8. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The carriage (10) is provided with a buffer (101) for finally contacting a stopper (B) at the lower end of the track (V) in an emergency.

9. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The shock absorber (13) is a long-stroke hydraulic cylinder with a stroke greater than 1 m.

10. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The shock absorber (13) is a long-stroke hydraulic cylinder with a stroke greater than 1.8 m.

11. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The on-board braking device (14) on the carriage (10) includes a safety brake or a retarder.

12. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The vehicle (1) includes a locking device (204) for locking the shock absorber (13) or the cabin support (120) in the operating position relative to the carriage (10) when the triggering condition is not met, and for releasing the shock absorber (13) or the cabin support (120) when the triggering condition is met.

13. The vehicle (1) according to claim 12, characterized in that, The locking device (204) includes a lock directly arranged between the carriage (10) and the cabin support (120).

14. The vehicle (1) according to claim 12, characterized in that, The locking device (204) includes a lock for locking the movable part (202) of the shock absorber (13) in place relative to the body (201) of the shock absorber (13), where the movable part (202) and the body (201) of the shock absorber (13) form a set of two shock-absorbing elements, one of the two shock-absorbing elements is attached to the carriage (10), and the other of the two shock-absorbing elements is attached to the cabin support (120).

15. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The vehicle includes means (206, 207) for resetting the shock absorber (13), which is adapted to move the cabin support (120) relative to the carriage (10) to the operating position in a direction opposite to the shock-absorbing direction.

16. A transportation device (T) for transporting personnel, said transportation device (T) comprising a lower station (S1), an upper station (S2), a track (V) connecting the lower station (S1) and the upper station (S2), at least one towing cable (C1), at least one fixing device for driving the towing cable, and at least one vehicle adapted to travel on the track (V) and towed by the towing cable, characterized in that, The vehicle is the vehicle (1) according to any one of claims 1 to 15.

17. The transport device (T) according to claim 16, characterized in that, The on-board braking device (14) on the carriage (10) includes a safety brake or a retarder, and the safety brake or the retarder is adapted to cooperate with a fixed brake rail of the transport device (T).

18. The transport device (T) according to claim 16 or 17, characterized in that, The carriage (10) is provided with a buffer (101), and a stopper (B) is provided at the lower end of the track (V). The stopper (B) is adapted to contact the buffer (101) to finally stop the vehicle (1).

19. The transport device (T) according to claim 16 or 17, characterized in that, The track (V) has a non-constant gradient.

20. The transport device (T) according to claim 16 or 17, characterized in that, The vehicle (1) includes a passenger cabin attitude holding device. The passenger cabin attitude holding device includes at least one group of one or more rollers (111), and the transport device (T) includes at least one auxiliary rail (C2). The at least one group of one or more rollers (111) cooperate with the at least one auxiliary rail (C2).

21. The transport device (T) according to claim 16 or 17, characterized in that, The fixing device includes a braking system for the towing cable (C1).

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