Aerial cable transportation system and method for operating such a system

Abstract

The invention provides an aerial cable transport system and a method for operating such a system, the system comprising: at least one traction cable; a first fixed structure; at least one transport unit; a plurality of sensors configured to detect the passage of the transport units; a control unit; the plurality of sensors comprising, respectively, at least one first sensor arranged at an exit area of the first fixed structure and at least one second sensor downstream of the first sensor, the second sensor being at a distance s1 from the first sensor measured in cable meters; the control unit being connected to the sensors and configured to: start counting the meters of cable fed outside the first fixed structure upon each passage of a transport unit at the first sensor; autonomously activate a safety procedure if, upon each corresponding passage of a transport unit downstream of the first sensor, none of the second sensors detects the passage of a transport unit when the meters of cable fed outside the first fixed structure reach an amount approximately equal to at least one distance s1.

Description

[0001] Cross-references to related applications

[0002] This patent application claims priority to Italian Patent Application No. 102021000017027, filed on June 29, 2021, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The technical field of this invention relates to overhead cable transport systems, i.e., systems that transport passengers and / or loads along a predetermined path via transport units, which are sequentially moved and supported one after another by at least one cable. In these systems, the ends of the path are typically defined by terminal stations where passengers can enter and exit the transport units from the terminal stations. Between the terminal stations, these systems typically include intermediate structures, which may be intermediate entry and exit stations or, typically, intermediate structures in the form of towers or platforms, for supporting the cables.

[0004] In this technological context, the present invention addresses the problem of how to improve passenger safety. Specifically, the present invention addresses the problem of how to improve the forward inspection (understood as continuous monitoring) of transport units traveling between terminal platforms. Background Technology

[0005] Aerial cableway transport systems, which transport passengers along a predetermined path using suitable transport units, are now widely used and are therefore well known to those skilled in the art. These transport units are supplied one after another between two end stations (also referred to as upstream and downstream stations) located at the ends of the system, where passengers can safely enter and exit the cabins. Specifically, the term "aerial" refers to a cableway system in which the transport units are supported by at least one cable (i.e., a support cable) that is elevated above the ground below or above other possible fixed structures below. The present invention relates to "single-cable" type aerial cableway transport systems in which the support cable also serves as a traction cable, as well as "double-cable" and "triple-cable" type transport systems with two support-traction cables, or with one or two support cables in addition to the traction cable. Systems with two support cables and where forward movement is generated not by the traction cable but by a cable-supported motorized load-bearing trolley are also envisioned. As is well known, in the presence of a traction cable, the traction cable loops and moves between terminal platforms, and in the case of a single-cable system, the transport units include suitable devices (e.g., clamps) so that they remain constrained to the cable at least in sections outside the platform. Indeed, it is well known that within the platform, the transport units are released from the traction cable and travel at a lower speed useful for safe entry and exit without slowing down the units moving along the rest of the route. If at least one support cable is present, the latter is substantially fixed (i.e., does not move between platforms except for periodic maintenance, and is only moved to a limited extent due to changes in line load conditions) and the transport units include additional devices (e.g., roller load-bearing pulleys) capable of sliding along the support cable. Hereinafter, for convenience and unless otherwise stated, reference will be made to a single cable, which is understood to be both a traction cable and a support cable. In any case, as stated above, the present invention is not limited to single cable systems, but extends to overhead cable systems with double support-traction cables, two- or three-cable overhead cable systems, and overhead cable systems with only support cables and motorized transport units.

[0006] Aerial cableway transport systems are particularly useful when the underlying ground structure or other surrounding factors prevent classic ground-based movement from being feasible. For example, these systems are used where the path to be traveled has significant elevation changes and may have considerable gradients. Such paths are typical of ski / mountain areas, and in this context, these systems are also referred to as uphill lift systems. However, the present invention and aerial cableway systems also find advantageous application in urban environments with congested land transport. It is well known that intermediate anchorage structures are typically required along the path between terminal stations, constructed to support the cable. One reason for the need for such intermediate anchorage structures may be that the distance between terminal stations is too large to allow the cable to be set up in a single span. Another reason may be the elevation profile of the system path when significant gradient changes occur. Each intermediate anchorage structure used to support the cable typically includes a vertical support structure, such as a tower or platform, which provides cable support and guidance at the top, such as a head with a series of rollers. These rollers can be arranged along a single row (called a support or holding roller conveyor) or two stacked rows (double-acting roller conveyor) that slide between the cables. Specifically, these roller rows are mounted on top of the tower via suitable fixed support structures (also called support heads) constrained to the tower. This support structure, together with the corresponding tower, forms a generally T-shaped fixed structure. Obviously, two parallel support heads can be provided to support the forward and return branches of the cable. These support structures or support heads are also configured to allow for periodic inspection and maintenance of the rollers and are equipped with suitable (protected) platforms with guide rails for maintenance personnel to walk on. If there is at least one support cable (two-cable or three-cable system), the latter is always supported on the tower head by a suitable structure called a saddle. At this saddle, the rollers, which typically roll on the support cable, roll on the outer contour of the saddle.

[0007] Safety is a critical parameter for aerial cableway systems. Indeed, numerous specific regulations impose legal standards on manufacturers, and applicants are constantly striving to design and provide systems with new features designed to enhance passenger safety. Therefore, the path section between terminal stations represents the most critical part of the transport. For example, current regulations stipulate a minimum safe lateral distance that must exist between the tower and the transport unit. It is necessary to consider that the transport unit may tilt due to the presence of crosswinds (i.e., rolling around the axis defined by the cable or moving directly with an inclined structure). Therefore, the maximum permissible tilt of the vehicle is one of the parameters used in designing cableway systems. When a critical wind speed is reached and exceeded, causing the transport unit to tilt more than a certain limit angle relative to the vertical, safety measures such as reducing the forward speed or stopping the system are required. For example, EP1837264 describes a cableway transport system equipped with appropriate sensors for monitoring the tilt of the transport unit and thus controlling the operation of the system.

[0008] However, in this scenario, the possibility of very rapid changes in wind speed (so-called "gusts") must also be considered. In such cases, due to the lack of physical time required to slow down or stop the system, or because of the need to continue operation to store the transport unit (which may last approximately 30 minutes or longer), contact between the transport unit and any movable or fixed part of the intermediate fixed structure (particularly with the platform or support for the rollers or the fixed structure supporting the cable) cannot be ruled out. The transport unit in contact with the intermediate fixed structure may also be hooked or obstructed by the structure itself, and in this case, the transport unit may fall to the ground, or the traction cable may slip out of the clamp (which is specifically permitted by law), causing damage to the cable itself. Furthermore, in this situation, other transport units may collide with the obstructed transport unit, creating an extremely dangerous situation.

[0009] Therefore, in current cable transport systems, it is necessary not only to monitor the tilt of moving transport units, but also to conduct a comprehensive inspection of the units' progress outside the terminal station in order to provide timely feedback on any transport units that are blocked along the path at intermediate support structures set along the route.

[0010] Existing document WO2020182791 describes a scheme for immediately identifying the obstruction of transport units passing near a tower. According to WO2020182791, each tower is equipped with an inlet sensor to detect transport units entering the tower and an outlet sensor to detect transport units leaving the tower. These sensors are connected to a control unit such that when a transport unit passes the inlet sensor, a digital counter (initially set to zero) increments by one unit. When a transport unit passes the outlet sensor, the counter decrements by one unit. Therefore, the current value of the counter indicates the number of transport units appearing along the tower between the sensors. If this value exceeds a certain threshold, an alarm is triggered.

[0011] However, the above scheme has some drawbacks. In fact, the scheme described in WO2020182791 cannot detect and signal any faults occurring along the route between the towers. For example, due to a tree falling on the cable, the clamp may be unable to cross the obstacle, and thus the transport unit may be blocked somewhere between the two towers (along with the running cable) along the route outside the platform, or typically upstream of the tower. In this case, without any unit entering the tower, the counter described in WO2020182791 will not increment and will never exceed the critical threshold, thus failing to signal the resulting dangerous situation in a timely manner. Summary of the Invention

[0012] Based on the prior art, one object of the present invention is to provide a novel and inventive overhead cable transport system that overcomes the aforementioned deficiencies of the prior art. In particular, one object of the present invention is to provide an overhead cable transport system in which any obstruction or slowdown along the external path of the transport unit can be identified and signaled to the transport unit. The controlled route according to the invention includes portions along any intermediate fixed structure between end stations and any external sections between end stations (i.e., between an end station and a near-end intermediate fixed structure and between adjacent intermediate fixed structures).

[0013] In accordance with these objectives, the present invention provides a novel and inventive technical solution that can be integrated into an overhead cable transport system, the overhead cable transport system comprising the following components:

[0014] -At least one cable;

[0015] -First fixed structure;

[0016] -At least one transport unit;

[0017] - Multiple sensors configured to detect the passage of transport units;

[0018] - Control unit connected to the sensor.

[0019] These elements are the minimum required to carry out the invention. Other elements are not explicitly described because they are well known to those skilled in the art and do not need to be explicitly mentioned. The feature of "at least one cable" indicates that the invention can be applied to single-cable systems where a single cable performs both traction and support functions, to systems with multiple traction cables, to systems with more than one cable (one traction cable and at least one support cable), and to systems with only support cables and a motorized, propelled load-bearing trolley. Aerial cable systems typically include two fixed structures in the form of end stations, namely passenger boarding and disembarking stations located at the ends of the route. Fixed structures in the form of intermediate stations are also frequently provided. However, in the general definition of the invention, end stations and any intermediate stations are not explicitly mentioned to emphasize that the invention relates to the inspection / monitoring of the movement of transport units along the entire route, regardless of the type of structure present. The transport unit can be a gondola or chair, or any other type suitable for passenger transport. The types of sensors configured to detect the passage of transport units are known; for example, they may be capacitive sensors capable of interacting with clamps that constrain the transport unit to cables and thus detecting the passage of those clamps. Finally, control units connected to the sensors are mentioned in the list. Such control units can be control units that are already commonly used in systems with added new functionality, or they can be one or more control units specifically designed to implement the present invention. How such control units connect to the sensors and how they are able to receive information from the sensors regarding the passage of transport units are well known to those skilled in the art.

[0020] Having clarified these key points, according to the general definition of the invention, the plurality of sensors includes at least two sensors, namely, at least one "first" sensor located at the exit area of ​​the "first" fixed structure and at least one "second" sensor downstream of the first sensor, the second sensor being a known distance s1, s2, sn from the first sensor defined in cable meters. The "exit area of ​​the first fixed structure" is intended to represent the end section of the first fixed structure beyond which the unit travels while suspended in the air toward another fixed structure. The distance defined in cable meters refers not to the distance calculated as the minimum distance between two points, but to the length measured along the axis of the traction cable between the two sensors. From a structural or mechanical point of view, the first and second sensors may also be indistinguishable, practically identical, or even a single dual-acting sensor. In fact, the biggest difference between the first and second sensors lies in how the control unit processes any signals detected therefrom. The first sensor is a starting checkpoint (as described below, the system may also have multiple starting checkpoints along the route), while the second sensor is a checkpoint or end line for checking whether the transport unit is actually moving as required. As previously stated, second sensors downstream of the first sensor are positioned at known distances s1, s2, sn (cable lengths in meters) along the remainder of the route; the type of support they are constrained to is now irrelevant to the general definition of the purpose of this invention, which aims to monitor the transport unit along its path from the first fixed structure, not merely at certain intermediate sections or specific structures. For example, the first sensor may be positioned in the exit area of ​​the first terminal station, and the second sensor downstream of the first sensor may be positioned along the head of the cable support tower, at an intermediate station, in the entrance area of ​​the second terminal station, or at a specific point along the cable itself. In another example, the first sensor may also be positioned in the exit area of ​​an intermediate structure, and this same sensor may also serve as a second sensor for monitoring sections upstream of the system. As already noted, a fundamental aspect of this invention is the inspection unit's progress along the system downstream of the first fixed structure(s). In this regard, a crucial structural element is the presence of a control unit configured to receive information from the first sensor that the transport unit is leaving the fixed structure and initiate an inspection step at that time. According to the first example, in that case, the control unit activates a counter to measure the length of the traction cable supplied to the outside of the fixed structure. The technical means for performing this function are well known to those skilled in the art. When the counter reaches a value approximately equal to the length of the cable transported over distances s1, s2, and sn, the control unit expects to receive an indication from the second sensor that the transport unit has passed. Therefore, there are essentially two scenarios.In the first scenario, when the length of cable transported is approximately equal to the distances s1, s2, and sn, the transport unit has actually passed the second sensor, and therefore the unit is well secured to the cable and is traveling in accordance with the theoretical timetable. "Approximately equal" indicates that a pass detected within the predetermined range of cable transported (centered on distances s1, s2, and sn) is considered a good result. The second scenario envisions that even though the unit has actually transported a length of cable equal to the distances s1, s2, and sn from the fixed structure, it has not reached the intermediate end line or checkpoint (the location of the second sensor). Unfortunately, this means that the natural coupling between the transport unit and the traction cable has been compromised. In this case, the control unit is configured to autonomously activate a safety procedure and may also optionally issue an alarm signal indicating which sensor the unit has not reached as expected. Of course, in this case, the operator at the station can also fully intervene in the system and check the section between the signaling sensor and its upstream sensor (the section where the unit's progress relative to the traction cable has been slowed or obstructed). Therefore, in general, if the passage of the transport unit is not detected as expected at each of the second sensors downstream of the first sensor within the predetermined range between the actual cable length and distances s1, s2, and sn, the control unit autonomously executes some safety procedures designed to protect passenger safety. As mentioned above, the cause of the delay relative to the theoretical schedule or the obstruction or slowing of the unit relative to the traction cable may be due to strong lateral or longitudinal winds causing undesirable obstruction at the tower, which could lead to unexpected swaying or trees falling onto the cable.

[0021] The above focuses primarily on measuring the length of the transported cable in meters as a parameter for comparison with known distances s1, s2, and sn, since the progress of the traction cable leaving the platform is a readily available, controlled, and instantaneous parameter, requiring no differential calculations. Alternatively, one can consider the theoretical segmented time to reach the sensor, since the distances s1, s2, and sn between the second and first sensors, as well as the theoretical speed of the transport unit (equal to the speed of the traction cable), are known. From the perspective of time intervals, the invention can also be extended to systems without traction cables but equipped only with support cables and motorized units. In these cases, to implement the invention, it is necessary to calculate the theoretical segmented time for the transport unit to pass the second sensor downstream of the first sensor. In other words, if the control unit receives an indication of unit departure at time t0, and based on data regarding the unit's theoretical forward speed (the speed of the cable or motorized load trolley) and the distances s1, s2, and sn between the sensors and end sensors, expressed in meters of cable, it can calculate the theoretical segmented times t1, t2, and tn for the unit's passage via the sensors.

[0022] Similar to the previous case, there are essentially two scenarios here. In the first scenario, the transport unit actually passes the second sensor at the estimated segment times t1, t2, tn, and thus consistent with the calculated theoretical timetable. "At approximately the estimated time" means that the passage is detected by the sensor and occurs at most delayed or earlier than the set maximum limit threshold. In this regard, various sensors send information about the passage to the control unit, which checks whether the unit is actually too late or too early relative to the calculated theoretical timetable (segment times). If the unit reaches the intermediate end line or checkpoint (the location of the second sensor) too late or too early relative to the calculated theoretical timetable (segment times), or does not reach it at all, the control unit is configured to automatically and appropriately intervene in the system. The segment between the alarm sensor and its upstream sensor (the segment where the unit's progress is slowed or blocked) can then be checked.

[0023] Of course, to improve security, two logics can be activated simultaneously: a dual check based on the cable length provided by known distances s1, s2, sn and the theoretical segmented times t1, t2, tn relative to the actual time of arrival at the sensor.

[0024] Preferably, the first fixed structure is a first end station, which actually represents the starting point of the transport unit's journey along the system. However, as mentioned above, the concept of the "starting point" of the inspection can also be generalized and shifted to a middle position in the system by providing the starting point for two or more monitoring cycles. In this respect, the tower can also serve as the first fixed structure, effectively dividing the system into two or more inspection subsystems: a first subsystem between the first end station (with the first sensor) and the tower, and at least one second subsystem between the tower and a second end station or another tower. This possibility of providing multiple "first structures" is advantageous for long-distance systems, where the naturally accumulated tolerances can be precisely increased due to the long distance.

[0025] Considering the operating system approach, and dividing it into two logical categories, this method can be summarized as follows.

[0026] If the parameter being checked is spatial, the steps are as follows:

[0027] - Detect the departure of the transport unit from the first fixed structure (as described, there may be more than one), preferably from the first end platform and / or intermediate structure;

[0028] - Begin measuring the length of cable supplied to the outside of the first fixed structure;

[0029] - When supplying cables to the outside of the first fixed structure at a distance approximately equal to the distances s1, s2, and sn, if the passage of the transport unit is not detected by each corresponding second sensor downstream of the first sensor, the safety procedure is automatically activated.

[0030] If the parameter to be checked is time, the steps would be:

[0031] - Detect the departure of the transport unit from the first fixed structure;

[0032] - Calculate the theoretical segmented times t1, t2, and tn for the transport unit to pass through the predetermined end line (second sensor) downstream of the first terminal station;

[0033] - An alarm signal is issued if the transport unit does not cross the end line within the maximum delay threshold relative to the calculated theoretical segment time.

[0034] Of course, these methods must be repeated for each traveling transport unit, and as mentioned above, multiple starting checkpoints can be set along the route.

[0035] According to a more practical implementation of the system, the latter includes:

[0036] - First platform;

[0037] -Second end platform;

[0038] - At least one intermediate structure between end stations;

[0039] Wherein, at least one first sensor or exit end sensor is set in the exit area of ​​the first end station, at least one second entrance end sensor is set in the entrance area of ​​the second end station, and at least one second sensor or intermediate sensor is set at at least one intermediate structure.

[0040] Preferably, each intermediate structure includes an inlet area and an outlet area for the transport unit. In this case, for each intermediate structure, a second (intermediate) sensor is provided only at the outlet area of ​​the intermediate structure, or a second (intermediate) inlet sensor and a second (intermediate) outlet sensor are provided in the inlet area and the outlet area of ​​the intermediate structure, respectively.

[0041] As already described, intermediate structures include, for example, intermediate platforms and / or towers supporting the cables. However, as mentioned above, sensors can also be directly constrained along the cables using suitable U-bolts, for example, in the absence of an intermediate structure.

[0042] According to a more detailed embodiment, the end station is a U-shaped station for providing two opposite directions of travel for transport units. Therefore, each end station includes a second inlet end sensor and a first outlet end sensor, and for each direction of travel, each intermediate structure includes a second (intermediate) inlet sensor and a second (intermediate) outlet sensor. Attached Figure Description

[0043] Other features and advantages of the invention will become clear from the following description of non-limiting embodiments of the invention with reference to the accompanying drawings, in which:

[0044] - Figure 1 This is a schematic diagram of a part of an overhead cable transport system;

[0045] - Figure 2 yes Figure 1 A schematic diagram of the component indicated by II, namely the transport unit in the form of a pod;

[0046] - Figure 3 yes Figure 1 A schematic diagram of the component indicated by III, namely the intermediate fixing structure of the support cable in the form of a vertical tower;

[0047] - Figure 4A A first example of a system according to the present invention is shown;

[0048] - Figure 4B A second example of the system according to the invention is shown;

[0049] - Figure 5 This is a schematic diagram of the third system according to the present invention. Detailed Implementation

[0050] Therefore, referring to the attached diagram, Figure 1 The diagram schematically illustrates a portion of the overhead cable transport system, generally indicated by reference numeral 1 in the accompanying drawings. Specifically, Figure 1 An example of an overhead cable system is shown, in which the solution proposed in this invention offers a considerable advantage in terms of safety. In this non-limiting example, the overhead cable system 1 is of the single-cable type, and therefore includes a single cable 2 that acts as both a support cable and a traction cable. This cable 2 is connected by two load-bearing pulleys (one of which is motorized) at two end platforms, particularly the first end platform or bottom platform 3 and the second top end platform (3' first at...). Figure 4A (As shown in the diagram) They form a loop. Therefore, there are two parallel branches, one upward and one downward. Figure 1 Arrows A and B in the diagram accurately indicate the direction of travel for the upward and downward branches of cable 2. Figure 1This diagram shows one of many transport units 4 present in the system, arranged one after another along two branches, one upward and one downward. Figure 1 In the illustration, the first transport unit 4 is located at the bottom platform 3. Transport unit 4 typically detaches from cable 2 within the bottom platform 3 to move more slowly. This slowing down is advantageous to allow passengers to easily enter and exit the cabin without reducing the travel speed of the line between platforms. Figure 1 The second transport unit 4, as shown, travels along an upward branch of cable 2 and is located between the bottom platform 3 and the first fixed intermediate support structure 5 (in the form of a tower) arranged along the route. The tower 5, positioned between end platforms and optionally between intermediate platforms, functions to support cable 2 and divide it into multiple spans. Although both transport unit 4 and tower 5 will be... Figure 2 and Figure 3 The subject of the description, but Figure 1 As can be understood from the example, the transport unit 4 shown includes a pod 6 at the bottom and a support arm 7 (called a suspension) at the top that connects it to the cable 2. Figure 2 As shown, the pod 6 (at least in the section outside the platform) is suspended in mid-air, rather than resting on any substructure at the bottom, and because it is constrained to the cable 2 at the top, it can roll around the axis of the cable 2, as well as pitch, for example due to the influence of crosswinds. Figure 1 Reference numeral 8 in the accompanying drawing schematically illustrates a device for connecting the support arm 7 to the cable 2. This device may include a releasable clamp. Finally, Figure 1 The tower 5 is shown to include a vertical section 9, at the top of which is a row of rollers 10 supporting the cables 2.

[0051] As mentioned above, Figure 2 It shows Figure 1 A schematic diagram of the component indicated by II, namely, the transport unit 4 including the corresponding pod 6. Specifically, Figure 2A front view of unit 4 along the axis of cable 2 is shown. It can be seen that unit 4 includes a pod 6 with a floor or bottom 11, a roof 12, and side walls 13. On one side of the side wall 13 are a movable door (not shown), a footboard 14 to assist passenger entry and exit, and a pocket 15 for holding objects such as skis 16, ski poles, or other items. Unit 4 also includes a support arm 7 (referred to as a suspension) having a first lower end 17 coupled to the roof 12 of pod 6 via an intermediate frame and an upper end 18 provided with a clamp 19 for releasable coupling to cable 2. The clamping mechanism is of a known type, including a spring 20 and an actuating rod 21, which, in the platform, is moved by a specially shaped guide to overcome the force of the spring 20 and release cable 2 from the clamp 19. As can be seen, since the bottom 11 of the pod 6 is not supported by any guiding or supporting structure, it is suspended in mid-air. Because it is restrained by the cable 2 placed above the pod top 12, the pod 6 can swing (e.g., in…). Figure 2 The rolling oscillation around an axis defined by cable 2 is schematically shown by R. In particular, this rolling R can be caused by lateral force ( Figure 2 The presence of (illustrated by F) causes this, for example, due to the presence of wind. Therefore, in some situations, pod 6 may be in an inclined position, thus occupying a larger area than the pod. Figure 1 There is no obstruction of lateral force F in the larger lateral volume. The transport unit shown is a pod-type implementation, which is only a non-limiting example.

[0052] As mentioned above, Figure 3 It shows Figure 1 A schematic diagram of the component indicated by III, namely the intermediate fixing structure 5 supporting cable 2. Specifically, Figure 3 The upper half of the tower 5 is essentially shown, allowing it to be understood that the rollers 10 are supported by the structure 5. The upper end of the tower 5 includes two support bracket structures 22 that extend cantilevered symmetrically relative to the tower 5. Each outer end of the bracket 22 supports two rows of overlapping rollers 10, 10' to provide passageways for the upward and downward branching of the cable 2. These brackets 22 also include walkways 23 and platforms 24 to allow inspection of the rollers 10, 10'. The walkways 23 and platforms 24 are accessible, for example, via a ladder 25 extending along the tower 5. Figure 3 The illustration shows no crosswinds acting on pod 6, and pod 6 is actually in a non-tilted position. However, as shown in the reference... Figure 2In the presence of a crosswind F, the pods 6 may roll about the axis of the cable 2 and may exceed the limit angle of inclination at which they collide with the lower wall of the platform 24 or, normally, with a portion of the tower. In this situation, the pods may become stuck on the tower and unable to move forward. At this point, the cable may slide in the clamp (permitted for safety reasons) and continue forward. As a result, pods upstream of the blocked pod may dangerously move toward the blocked pod, causing a rear-end collision and an extremely dangerous situation. This situation does not necessarily occur at the tower, but may also occur in the outer sections between towers or between the tower and the platform. In fact, for example, a tree may fall, and its branches may become entangled in the cable, thus blocking the pod and reproducing the aforementioned dangerous situation. In the presence of strong longitudinal winds, sudden pulls or slowing may also occur, which may cause the transport units to pitch, causing them to collide with adjacent structures, slowing or blocking their progress. Similar sudden pulls may also occur on units equipped with load-bearing trolleys for coupling to the support cables, or on units that are moved by motorized load-bearing trolleys without traction cables.

[0053] Figure 4A and Figure 4B Schematic diagrams of two possible systems according to the invention (in a very simplified form) are shown, which identify the means set along the route and its division into intermediate checkpoints or end lines. Figure 5 A system is shown, though more complete in form, it is still simplified. The object of the invention is that any obstruction or slowdown of the transport unit along the route between end platforms at the tower, or in a section between two adjacent towers, or between a tower and an adjacent end platform, can be easily signaled. Figure 4A A system is schematically illustrated, with some elements omitted to show only those essential for a proper understanding of the invention. The remaining figures will progressively introduce more details to bring the system closer to a more concrete form. Therefore, Figure 4A The diagram shows a bottom platform 3 or first end platform serving as the first fixed structure, a top platform 3' or second end platform, a tower 5 located between the platforms serving as an intermediate structure, traction and support cables 2 (single cable system) running between the platforms and along the tower 5, and a transport unit 4 departing from the bottom platform 3 and moving towards the tower 5. Figure 4AIn the diagram, arrow A indicates the direction of movement of unit 4, reference numeral 30 indicates the control unit, and reference numerals 31, 32, and 33 indicate sensors located at appropriate points on the track and configured to detect the passage of transport unit 4. Sensors capable of performing this operation are known; for example, capacitive sensors that interact with clamps connecting the transport unit to cable 2 can be used. Typically, according to the invention, the exit-end sensor 31, acting as the first sensor, is located in the exit area of ​​the bottom platform 3. The entrance-end sensor 32, acting as the second sensor, is located in the entrance area of ​​the top platform 3. The intermediate sensor 33, acting as the second sensor, is finally located at the intermediate structure 5. The control unit 30 is connected to the sensors and configured as follows: When unit 4 passes the exit-end sensor 31, the latter sends this information to the control unit, which is equipped with a counter capable of counting the number of meters of cable subsequently supplied to the outside of the top platform 3. Since the distances s1 and s2 (expressed in cable meters) are known, when the cable meters supplied to the outside of the top platform 3 substantially correspond to these distances s1 and s2 (i.e., with a tolerance interval), the control unit expects to receive indications from the corresponding sensors 32 and 33 that unit 4 has passed. Additionally or alternatively, the control unit may be equipped with a time calculation device to calculate, based on the speed of cable 2 and the cable meters (distances s1 and s2) separating the sensors, the segmented times t1 and t2 for the two theoretical time limits or for the transport unit to reach the determined end line (i.e., passing at least one intermediate sensor 33 and entry sensor 32). The control unit then begins counting the cable meters and / or starts a timer or counter and waits for a signal indicating that the unit has passed the intermediate sensor 33. If the amount of cable meters supplied equals s1 or no intermediate sensor is detected passing the transport unit 4 within the calculated segmented time t1, the control unit performs a safety action and, if necessary, issues an alarm signal. Conversely, if the intermediate sensor 33 detects the passage of transport unit 4 as estimated, no alarm is issued, and the system continues its normal operation. In this case, it is certain that there is no dangerous cause for passengers to slow down or obstruct the transport unit in the system segment upstream of the intermediate sensor 33. In this situation, once the intermediate sensor 33 has been passed, the control unit waits to receive the next signal indicating that the unit has passed the entrance end sensor 32, and expects to receive it when the segment time t2 calculated when unit 4 has left the first end platform or when the counted cable meters of transport equals the distance s2. Therefore, excessive delay or failure of the unit at platform 3' would indicate a problem with the line between the end sensor 32 and the intermediate sensor 33. Thus, it appears that the present invention divides the route into multiple segments, each defined by a sensor at which the transport unit is checked for progress as expected, starting from the exit end sensor 31. As described above, Figure 4AThe system shown is very simple and illustrative, and can represent a "back and forth" system (where the entrance and exit areas of the platform overlap, and the same end sensors act as entrance and exit sensors depending on the direction of travel), or it can represent one of the two directions of travel in a system including a U-shaped platform with two parallel chutes, such as... Figure 5 As shown. Before proceeding to the next figure, it is emphasized that the invention also relates to a system without intermediate structures, i.e., consisting only of end stations as fixed structures. Finally, Figure 4A In the diagram, the intermediate sensor 33 is shown positioned along the center of the tower. However, in a preferred embodiment, the intermediate sensor 33 is positioned in the exit area of ​​the tower.

[0054] Figure 4B It shows Figure 4A This is a first variant of the system. The only difference from the system described above is that instead of a single sensor at the intermediate structure 5, there is a pair of sensors 34 and 35 corresponding to the entrance and exit areas of said structure 5 to identify specific inspection areas exactly along the section defined by structure 5. The inspection logic remains the same: when unit 4 passes the exit end sensor 31, the control unit begins to count the number of meters of cable being transported, or calculates the estimated arrival times t1, t2, and t3 (understood as time intervals starting from time t0) at which unit 4 should pass the sensors 34, 35, and 32, based on the speed of cable 2 and the cable lengths s1, s2, and s3 between the sensors. If these sensors do not detect passage when transporting an amount of cable approximately equal to the cable distances s1, s2, and s3 and / or within the maximum time delay (or advance) thresholds relative to times t1, t2, and t3, the control unit will activate to protect the system.

[0055] Figure 5 A schematic diagram of a system with two opposing and parallel slides A and B, and two end stations is shown. In the end stations, unit 4 forms a U-shape, and for each branch, such as... Figure 4BThe multiple intermediate structures 5 shown (i.e., each intermediate structure) are equipped with an intermediate inlet sensor 34 and an intermediate outlet sensor 35. The reference numerals provided on branch B are the same as those used on the top of branch A to indicate that the checking logic has not changed. For each branch A or B, the control unit 33 is notified of the departure of unit 4 from platform 3 or 3', and from that moment, as previously described, it begins to measure the cable length leaving the platform and / or calculate the theoretical arrival segment times t1, t1', t2, t2', tn that the unit should gradually pass through sensors 34, 35, 32, 34', 35', 32'. As before, if the sensors do not detect passage when the cable length being transported is approximately equal to the distances s1, s2, s3, s4, s5 and / or within the maximum time delay threshold relative to the estimated arrival time, the control unit will activate to protect the system. Obviously, the logic for checking the cable length being transported and the segment times can be applied alternatively or additionally to systems with traction cables. In systems without traction cables and equipped with mobile load-bearing pulleys, it is clear that only piecewise time logic can be applied. However, both cases are examples of applying a common inventive principle: identifying some end lines on the path and checking whether the unit has passed through these end lines based on a (spatial or temporal) reference defined from the point where the unit leaves the end station.

[0056] In this last example, which may represent a fairly long system, as in other systems, several "first sensors" (i.e., several initial inspection or monitoring points) and several corresponding fixed structures serving as the first structures of the first sensors can be provided. In fact, the concept of the "starting point" of the inspection can also be generalized and transferred to the middle of the system. In this respect, the tower can also serve as the first fixed structure, and the system is effectively divided into two or more divided inspection sections, namely a first section between a first end station (with the first sensor) and the tower serving as the first fixed structure, which has a corresponding first sensor for at least one second section between the tower and a second end station. In the latter case, the same sensor can serve as both a second sensor for the upstream inspection section and a first sensor for the downstream inspection section. Finally, it is apparent that modifications and variations can be made to the invention described herein without departing from the scope of the appended claims.

Claims

1. An overhead cable transport system (1), comprising: - At least one traction cable (2); - At least one first fixed structure (3); - At least one transport unit (4); - Multiple sensors configured to detect the passage of the transport unit (4); - At least one control unit (30); The plurality of sensors include at least one first sensor (31) disposed at the outlet area of ​​the first fixed structure (3) and at least one second sensor downstream of the first sensor (31), wherein the at least one second sensor is at least one distance (s1, s2, sn) from the first sensor (31) measured in cable meters. The control unit (30) is connected to the sensor and is configured to: a) When each transport unit (4) passes through the first sensor (31), the meter count of the cable supplied to the outside of the first fixed structure (3) begins; b) When the count of meters of cable supplied to the outside of the first fixed structure (3) reaches approximately equal to the amount of the at least one distance (s1, s2, sn) between the first sensor and at least one second sensor, the safety procedure is automatically activated if the passage of the transport unit (4) is not detected by each corresponding second sensor downstream of the first sensor (31).

2. The system according to claim 1, wherein, The at least one first fixed structure (3) is an end station and / or a tower and / or an intermediate station.

3. The system according to claim 2, wherein, The first fixed structure (3) is the first end platform, and The system also includes a second end station; The second entrance sensor (32) is located at the entrance area of ​​the second end station.

4. The system according to claim 3, wherein, The system also includes at least one intermediate structure (5) between the first end station and the second end station; at least one second sensor (33) is disposed at the intermediate structure (5).

5. The system according to claim 4, wherein, Each intermediate structure (5) includes an inlet area and an outlet area for the transport unit (4); the second sensor is disposed at the outlet area.

6. The system according to claim 4, wherein, Each intermediate structure (5) includes an inlet area and an outlet area for the transport unit (4); each intermediate structure (5) is provided with a second sensor (34) at the inlet area of ​​the intermediate structure (5) and a second sensor (35) at the outlet area of ​​the intermediate structure (5).

7. The system according to claim 4, wherein, The at least one intermediate structure (5) is an intermediate platform and / or a tower for supporting the cable (2).

8. The system according to claim 4, wherein, At least one end station is a U-shaped station for providing two opposite directions of travel for the transport unit (4), the U-shaped station including an inlet end sensor and an outlet end sensor; each intermediate structure includes an inlet sensor and an outlet sensor for each direction of travel.

9. A method for operating an overhead cable transport system; The method includes the following steps: a) Provide a system comprising: - At least one traction cable (2); - At least one first fixed structure (3); - At least one transport unit (4); - Multiple sensors configured to detect the passage of the transport unit (4); the multiple sensors include at least one first sensor (31) disposed at the exit area of ​​the first fixed structure (3) and at least one second sensor downstream of the first sensor (31), the at least one second sensor being at least one distance (s1, s2, sn) from the first sensor (31) measured in cable meters. - At least one control unit (30) connected to the sensor; b) When each transport unit (4) passes by the first sensor (31), the metering of the cable supplied to the outside of the first fixed structure (3) begins; c) When the count of meters of cable supplied to the outside of the first fixed structure (3) reaches approximately equal to the distance (s1, s2, sn), the safety procedure is automatically activated if the corresponding second sensor downstream of the first sensor (31) does not detect the passage of the transport unit (4).

10. The method according to claim 9, wherein, Step a) Provide the system according to any one of claims 2 to 8.

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