TRANSPORT SYSTEM ON WHICH A VEHICLE DRIVES AND METHOD FOR CONTROLLING SUCH A VEHICLE

Description

Technical field of the invention

[0001] The present invention relates to a transport installation comprising a track on which a vehicle travels.

[0002] The invention also relates to a method for controlling said vehicle.

[0003] Such a transport installation and such a control method are known, among others, from documents FR 2 969 566 A1 and FR 2 961 776 A1. State of the art

[0004] In a context where new modes of urban transport are developing, attention is being paid to public transport using facilities including overhead tracks. To this end, it is envisaged to use compact vehicles equipped with rollers to travel on the overhead track, which is generally made up of cables.

[0005] Cable car-type cable installations are known from the state of the art, comprising at least one carrying cable. These installations are satisfactory in that they allow people to be transported in urban environments, particularly in areas where the available ground surface is saturated. In most cases, the vehicle is naturally positioned directly above the point of attachment to the track. Although the vehicle's suspension lines are sometimes damped, it is not possible to avoid the phenomena of tilting and oscillations, which, even when damped, can degrade passenger comfort. Furthermore, the use of a suspension line does not compensate for transverse oscillations in the manner of a tilting train. The path of the center of gravity of the passenger compartment is necessarily generally parallel to the curve of the cable deformation and cannot be maintained in an area of ​​optimal comfort.

[0006] Systems without suspensions also exist, these are subject to following the deformation of the cable or to register on a straight trajectory by means of a correction of the vertical position of the cabin.

[0007] Thus, none of these systems allows a passenger compartment to be placed on a trajectory relatively independent of that of the taxiways while simultaneously maintaining the acceleration felt at the floor of the vehicle compartment at a given value close to the acceleration of gravity, and in a direction as perpendicular as possible to the floor.

[0008] Maintaining the acceleration felt by a passenger or a load perpendicular to the floor and within acceptable values ​​is necessary to preserve the integrity and possibly the comfort of the load transported, particularly when the compartment is subject to unpredictable events because they depend on exogenous phenomena (wind, temperatures, etc.) and endogenous phenomena (influence of passengers, other vehicles, etc.). Subject of the invention

[0009] The present invention aims to propose a solution which responds to all or part of the aforementioned problems.

[0010] This aim can be achieved by implementing a method for controlling a vehicle moving on a track, the vehicle comprising rollers intended for contact on at least one support defining the track, a floor intended for transporting a load, said floor cooperating with the rollers via a set of suspensions, the set of suspensions comprising at least one suspension, the at least one suspension being controlled by at least one force setpoint defining the force exerted by the at least one suspension on the floor, the method being implemented by a control system and comprising the following steps: collecting a floor pitch parameter, representative of the rotational acceleration of the floor pitch; determining a longitudinal correction command intended to modify the at least one force setpoint; applying the longitudinal correction command to the suspension assembly, the longitudinal correction command being representative of a longitudinal differential of force setpoint, said longitudinal differential being applied between two suspensions associated respectively with two rollers arranged longitudinally according to the direction of movement of the vehicle, the differential being dependent on the distance between the two rollers, and on the floor pitch parameter.

[0011] The provisions described above make it possible to control the inclination of the vehicle to maintain the load present in a so-called comfort situation with respect to the acceleration or deceleration of the vehicle. For example, the comfort situation may correspond to a situation where the acceleration felt by the load is substantially perpendicular to the floor.

[0012] By substantially perpendicular is meant a direction within an angular interval of less than 5° relative to the direction of the acceleration of gravity, and more particularly within an angular interval of less than 2.86° relative to the direction of the acceleration of gravity.

[0013] Synergistically, the arrangements described above make it possible to place the load in the vehicle in a comfortable situation, particularly when the vehicle is subjected to a pitching rotation by the action of a frontal wind.

[0014] Advantageously, the use of a floor pitch parameter, representative of the rotational acceleration of the floor pitch, makes it possible to adapt to variations in the floor pitch speed, and makes it possible to provide a dynamic correction of the floor inclination.

[0015] The control method may further have one or more of the following features, taken alone or in combination.

[0016] According to one embodiment, the step of collecting a floor pitch parameter comprises collecting the value and the sign of the value of the floor pitch parameter, the control method comprising a step of comparing the value of the floor pitch parameter to a predetermined comfort pitch value, the step of determining a longitudinal correction command being implemented in the case where the value of the floor pitch parameter is greater than the comfort pitch value.

[0017] The provisions previously described make it possible in particular to reduce the pitch rotation acceleration to a value lower than the comfort pitch acceleration.

[0018] According to one embodiment, the longitudinal differential applied between two suspensions associated respectively with two rollers arranged longitudinally according to the direction of movement of the vehicle is determined so as to maintain the acceleration of the load substantially perpendicular to the floor.

[0019] Thus, and advantageously, the longitudinal differential is configured to adapt to variations in the speed of the vehicle, in particular when it accelerates or decelerates on the track. It is therefore well understood that the longitudinal differential can lead to an inclination of the vehicle floor different from a horizontal inclination.

[0020] According to one embodiment, the force setpoint is applied by a torque command of a motor controlling a suspension.

[0021] According to one embodiment, the longitudinal correction control depends on the mass of the vehicle.

[0022] According to one embodiment, the control method comprises the following steps: collection of an acceleration parameter on the track, representative of the acceleration of the floor longitudinally in the direction of movement of the vehicle; modification of the longitudinal differential taking into account the acceleration parameter on the track.

[0023] According to one embodiment, the step of collecting an acceleration parameter on the track comprises collecting the value and the sign of the value of the acceleration parameter on the track, the control method comprising a step of comparing the value of the acceleration parameter on the track with a predetermined comfort floor acceleration value, the step of modifying the longitudinal differential being implemented in the case where the acceleration parameter value on the track is greater than the comfort floor acceleration value.

[0024] The provisions previously described make it possible to anticipate the movement of the vehicle floor in the event of acceleration or braking.

[0025] Thus, according to one embodiment, the floor of the vehicle is inclined forward in the event that the vehicle accelerates on the track.

[0026] Alternatively or in conjunction, the vehicle floor may be tilted rearward when the vehicle slows or brakes on the track.

[0027] According to one embodiment, the control method comprises the following steps: collecting a load crushing parameter, representative of the acceleration of the floor along an axis substantially perpendicular to the floor; determining a normal correction command intended to modify the at least one force setpoint; applying the normal correction command to the set of suspensions, the vertical correction command being intended to control the suspensions so as to bring the load crushing parameter back in one direction, and with an intensity substantially close to the acceleration of gravity.

[0028] By substantially close intensity, we mean an intensity within an interval of 2.5 m / s 2< centered around the intensity of the acceleration of gravity, or more particularly, within an interval of 1.6 m / s 2< centered around the intensity of the acceleration of gravity.

[0029] By substantially close direction is meant a direction within an angular interval of less than 5° relative to the direction of the acceleration of gravity, and more particularly within an angular interval of less than 2.86° relative to the direction of the acceleration of gravity.

[0030] According to one embodiment, the step of collecting a load crushing parameter comprises collecting the value and the sign of the value of the load crushing parameter, the control method comprising a step of comparing the value of the load crushing parameter to a predetermined normal comfort acceleration value, the step of determining a normal correction command being implemented in the case where the load crushing parameter value is greater than the normal comfort acceleration value.

[0031] According to one embodiment, the control method comprises the following steps: collecting a floor roll parameter, representative of the rotational acceleration of the floor roll; determining a lateral correction command intended to modify the at least one force setpoint; applying the lateral correction command to the suspension assembly, the lateral correction command being representative of a lateral differential of force setpoint, said lateral differential being applied between two suspensions associated respectively with two rollers arranged laterally relative to the direction of movement of the vehicle, and being dependent on the distance between the two rollers, and on the floor roll parameter.

[0032] According to one embodiment, the step of collecting a floor roll parameter comprises collecting the value and the sign of the value of the floor roll parameter, the control method comprising a step of comparing the value of the floor roll parameter to a predetermined comfort roll value, the step of determining a lateral correction command being implemented in the case where the value of the floor roll parameter is greater than the comfort roll value.

[0033] According to one embodiment, the control method comprises the following steps: collecting a floor yaw parameter, representative of the rotational acceleration of the floor yaw, comprising collecting the value and the sign of the value of the floor yaw parameter; comparing the value of the floor yaw parameter to a predetermined comfort yaw value; in the case where the value of the floor yaw parameter is greater than the comfort yaw value determining a yaw correction command intended to modify the at least one force setpoint applying the yaw correction command to the suspension assembly, the yaw correction command being representative of a yaw force setpoint differential, said yaw force setpoint differential being applied to one or more of the suspensions of the suspension assembly.

[0034] According to one embodiment, the steps of collecting the floor pitch parameter, the runway acceleration parameter, the load crushing parameter, the floor roll parameter, or the floor yaw parameter are carried out by an inclinometer or by means of a kinematic measuring device making it possible to know the 6 kinematic characteristics, such as for example an inertial unit. Said inclinometer or said kinematic measuring device may be included in the control system.

[0035] According to one embodiment, the force setpoint applied to each suspension is configured so as not to be less than a limit adhesion force. In this way, the control method makes it possible to prevent the rollers from slipping on the support, in particular if a roller is unloaded.

[0036] According to one embodiment, the control method comprises a step of measuring the mass of the load and its distribution in the vehicle, the longitudinal differential and / or the lateral differential being dependent on the mass of the load and the distribution of the mass in the vehicle.

[0037] According to one embodiment, the step of measuring the mass of the load is carried out by measuring the force on the rollers, in particular when stationary.

[0038] According to one embodiment, the step of measuring the mass of the load is carried out by strain gauges.

[0039] According to one embodiment, the control method comprises the following steps: measuring the position of each of the rollers relative to the vehicle; in the case where the position of a roller is outside a predetermined target interval, determining a return command intended to modify the at least one force setpoint; applying the return command to the suspension assembly so as to bring the position of each of the rollers back into the target interval.

[0040] According to one embodiment, the step of determining a return command comprises a step of transmitting an instruction for a speed reduction to an external system for controlling the speed of movement of the vehicle, with the aim of reducing the speed of movement of the vehicle.

[0041] The provisions described above ensure that the vehicle slows down in the event that it is not possible to maintain the suspension travel within a target interval, for example a safety interval. Thus, and advantageously, the control method makes it possible to limit the speed of the vehicle, in particular when it is subject to unpredictable exogenous (wind, temperatures) or endogenous (passengers, other vehicles) phenomena.

[0042] According to one embodiment, the control method may comprise a step of locking at least one suspension in predetermined positions. For example, when the vehicle is stationary or when it has broken down.

[0043] According to one embodiment, the track comprises a plurality of track sections defined by a section type and wherein the control system comprises a position sensor, the control method comprising the following steps: measuring the vehicle position on the track; determining a track section and a section type corresponding to the vehicle position on the track; modifying the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval depending on the section type.

[0044] According to one embodiment, the support comprises at least two cables stretched between at least two pylons, the vehicle being suspended by the cables above the ground via the rollers.

[0045] Generally, the cables can be located at approximately the same altitude and have a substantially similar deformation profile on either side.

[0046] According to one embodiment, the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval change depending on the runway condition.

[0047] According to one embodiment, the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval are communicated by an operator or an external control unit.

[0048] According to one embodiment, the control method comprises a step of collecting runway shape data, representative of the shape of the taxiway extending upstream and a step of modifying the comfort pitch value, and / or the comfort floor acceleration value, and / or the comfort normal acceleration value, and / or the target interval as a function of the runway shape data.

[0049] In particular, the step of collecting the track shape data can be used to control the suspension assembly according to a predetermined program, depending in particular on the collection of the floor pitch parameter, the collection of the acceleration parameter on the track, the collection of the load crushing parameter, the collection of the floor roll parameter, the collection of the floor yaw parameter, or the position of the vehicle on the track and its mass.

[0050] The object of the invention can also be achieved by implementing a load transport installation comprising a support comprising at least two taut cables extending between at least two pylons so as to form a track on which a vehicle travels; the vehicle comprising rollers by means of which it is in contact with the support, a floor intended for transporting the load, said floor cooperating with the rollers via a set of suspensions, the set of suspensions having a travel, and being controlled by at least one force setpoint defining the force exerted by each of the rollers on the floor, and a control system configured to control the set of suspensions by a control method of the type described above.

[0051] The transport facility may further have one or more of the following characteristics, taken alone or in combination.

[0052] According to one embodiment, the support on which the wheels or rollers are in contact is a rail or a cable.

[0053] According to one embodiment, the vehicle comprises wheels in contact with the support.

[0054] According to one embodiment, each suspension of the suspension assembly may be equipped with a brake configured to allow its movement or alternatively slow down and / or block its movement.

[0055] According to one embodiment, the transported load comprises people.

[0056] According to one embodiment, the control system comprises a kinematic measuring device configured to measure kinematic data of the vehicle floor, for example an inertial unit.

[0057] According to one embodiment, each suspension of the suspension assembly has a travel of between 1.5 m and 3.0 m.

[0058] According to one embodiment, the vehicle is self-propelled. Summary description of the drawings

[0059] Other aspects, aims, advantages and characteristics of the invention will appear better on reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example, and made with reference to the appended drawings in which: [ Fig. 1 ] is a sectional view of the vehicle according to one embodiment of the invention. [ Fig. 2 ] is a schematic view of the movements in space that can be undergone by the vehicle of the Figure 1 . [ Fig. 3 ] is a diagram illustrating a mode of implementation of the control method according to an embodiment of the invention. [ Fig. 4 ] is a schematic view of the transport installation according to a first embodiment of the invention. [ Fig. 5] is a schematic view of the transport installation according to a second embodiment of the invention. [ Fig. 6 ] is a schematic view of the transport installation according to a third embodiment of the invention. [ Fig. 7 ] is a schematic view of the transport installation according to a fourth embodiment of the invention. Detailed description

[0060] In the figures and in the remainder of the description, the same references represent identical or similar elements. In addition, the different elements are not shown to scale so as to enhance the clarity of the figures. Furthermore, the different embodiments and variants are not mutually exclusive and may be combined with each other.

[0061] The invention relates to a transport installation 1 for a load comprising a track on which a vehicle 20 circulates.

[0062] As illustrated on the Figure 1 , the vehicle 20 comprises rollers 24 intended for contact on a support 10 comprising at least one cable 12 of the transport installation 1 defining the track, and a floor 22 intended for transporting the load. The floor 22 cooperates in particular with the rollers 24 via a suspension assembly 26 which has a clearance. The suspension assembly 26 is controlled by at least one force setpoint defining the force exerted by each of the rollers 24 on the floor 22.

[0063] The invention also relates to a control method implemented by a control system 28 included in said vehicle 20, so as to control the suspension assembly 26.

[0064] The embodiments described below will be better understood with reference to the Figure 2which schematically describes the movements in space that can be undergone by the vehicle 20. It is therefore clearly understood that the spatial references described below illustrate a non-limiting embodiment of the invention. According to this embodiment, the floor 22 makes it possible to define an orthonormal reference frame, centered at the center of gravity of the floor 22 and comprising three axes: An axis denoted “X” extending longitudinally along the floor 22, and oriented according to the preferred direction of progression of the vehicle 20 around which the vehicle is given a rolling movement denoted “Rx”, and defined by a rolling speed and an acceleration of this speed. An axis denoted “Y” extending laterally in the plane of the floor 22 and perpendicular to the X axis, around which the vehicle 20 is given a pitching movement denoted “Ry”, defined by a pitching speed and a pitching acceleration. An axis denoted “Z” extending transversely relative to the floor 22, around which the vehicle 20 is given a yaw movement denoted “Rz”, defined by a yaw speed and a yaw acceleration.

[0065] There Figure 3 illustrates an embodiment of the control method implemented by the control system 28.

[0066] According to this embodiment, the control system 28 collects Col1 a comfort pitch value, a comfort floor acceleration value, a comfort normal acceleration value, and a target interval communicated by an operator or an external control system 27.

[0067] According to a non-limiting variant, a moment of inertia of the empty vehicle 20, the mass of the empty vehicle 20, and the length of the floor 22 can be collected. A step Mes1 of measuring the mass of the load and its distribution in the vehicle 20 can then be carried out. For example, the step Mes1 of measuring the mass of the load can be carried out by measuring the force on the rollers 24, in particular when the vehicle 20 is stationary.

[0068] According to one embodiment, the step Mes1 of measuring the mass of the load is carried out by strain gauges.

[0069] The control method may further comprise a step Mes2 of measuring the position of each of the rollers 24 relative to the vehicle 20. Thus, in the case where the position of a roller 24 is outside the predetermined target interval, the control method may determine Det5 a return command intended to modify the at least one force setpoint. In this case, a step Apl5 of applying the return command to the suspension assembly 26 is carried out, so as to bring the position of each of the rollers 24 back into the target interval.

[0070] In certain non-limiting configurations, the step Det5 of determining a return command comprises a step Trs1 of transmitting an instruction for a speed reduction to the external system 27 for controlling the speed of movement of the vehicle 20, with the aim of reducing the speed of movement of the vehicle 20.

[0071] The provisions described above ensure that the vehicle 20 slows down in the event that it is not possible to maintain the travel of the suspensions 26 within the target interval, for example when the target interval corresponds to a safety interval. Thus, and advantageously, the control method makes it possible to limit the speed of the vehicle 20, in particular when it is subjected to unpredictable exogenous (wind, temperatures) or endogenous (passengers, other vehicles) phenomena.

[0072] According to one embodiment, the control method may comprise a step of locking at least one suspension in predetermined positions. For example, when the vehicle 20 is stationary or when it has broken down.

[0073] THE figures 4 to 7illustrate the transport installation 1 when the vehicle 20 is driven by the control method. In particular, the figures illustrate one of the two cables 12 and one of the two pylons 14 between which the cables 12 are stretched. The vehicle 20 is suspended by the cables 12 above the ground by means of the rollers 24.

[0074] Generally, the cables 12 may be located at approximately the same altitude and have a substantially similar deformation profile on either side.

[0075] The control method may comprise a step of collecting Col3 a floor pitch parameter, representative of the rotational acceleration of the floor pitch around the axis Ry. The step of collecting Col3 a floor pitch parameter may in particular comprise collecting the value and the sign of the value of the floor pitch parameter. The value of the floor pitch parameter may be compared Cmp1 to the comfort pitch value. In the case where the value of the floor pitch parameter is greater than the comfort pitch acceleration value, a longitudinal correction command intended to modify the at least one force setpoint is determined Det1. The longitudinal correction command is representative of a longitudinal force setpoint differential applied between two suspensions 26 associated respectively with two rollers 24 arranged longitudinally in the direction of movement of the vehicle 20.The differential is generally dependent on the distance between the two rollers 24, the mass of the vehicle, and the pitch parameter of the floor.

[0076] The control method may also comprise a step Col4 of collecting an acceleration parameter on the track, representative of the value and the sign of the value of the acceleration of the floor longitudinally in the direction of movement of the vehicle 20. A step Cmp2 of comparing the value of the acceleration parameter on the track to a comfort floor acceleration value may be carried out. In the case where the acceleration parameter value on the track is greater than the comfort floor acceleration value, the longitudinal differential may be modified Mod1 taking into account the acceleration parameter on the track. The longitudinal correction command may then be applied Apl1 to the suspension assembly 26 for example by a torque control of a motor controlling the suspension 26.

[0077] In this way, it is possible to reduce the pitch rotation acceleration to a value lower than the comfort pitch acceleration.

[0078] The arrangements described above make it possible to control the inclination of the vehicle 20 in order to maintain the load present in a so-called comfort situation with respect to the acceleration of the vehicle 20. For example, the comfort situation may correspond to a situation where the acceleration felt by the load is substantially perpendicular to the floor 22.

[0079] By substantially perpendicular is meant a direction within an angular interval of less than 5° relative to the direction of the acceleration of gravity, and more particularly within an angular interval of less than 2.86° relative to the direction of the acceleration of gravity.

[0080] Synergistically, the arrangements described above make it possible to place the load in the vehicle 20 in the comfort situation, in particular when the vehicle 20 is subjected to a pitching rotation by the action of a frontal wind.

[0081] Alternatively or jointly, it is possible to anticipate the movement of the floor 22 of the vehicle 20 in the event of acceleration or braking. Thus, as illustrated in the Figure 5 , the floor 22 of the vehicle 20 may be tilted forward in the event that the vehicle 20 accelerates on the track. Furthermore, as illustrated in the Figure 6 , the floor 22 of the vehicle 20 may be tilted rearward when the vehicle 20 slows down or brakes on the track.

[0082] The ordering process may also include the following steps: Col5 collection of a load crushing parameter, representative of the acceleration of the floor along the Z axis. The load crushing parameter may in particular comprise the value and the sign of the value of the acceleration of the floor along the Z axis; Col6 collection of a floor roll parameter, representative of the roll rotation acceleration Rx of the floor. The floor roll parameter may in particular comprise the value and the sign of the value of the roll rotation acceleration Rx of the floor Col7 collection of a floor yaw parameter, representative of the yaw rotation acceleration Rz of the floor, comprising the collection of the value and the sign of the value of the floor yaw parameter;

[0083] According to one embodiment, the collection steps Col3, Col4, Col5, Col6, Col7 of the floor pitch parameter, the runway acceleration parameter, the load crushing parameter, the floor roll parameter, or the floor yaw parameter are carried out by an inclinometer or by means of a kinematic measuring device 29 making it possible to know the 6 kinematic characteristics, such as for example an inertial unit. Said inclinometer or said kinematic measuring device 29 may be included in the control system 28.

[0084] Following each of these steps, the control method may comprise steps of comparing the collected values, for example a step Cmp3 of comparing the value of the load crushing parameter to the normal comfort acceleration value. In the case where the load crushing parameter value is greater than the normal comfort acceleration value, a normal correction command intended to modify the at least one force setpoint is determined Det 2.

[0085] In addition, a comparison step Cmp4 of the value of the floor roll parameter with the comfort roll value can be carried out. In the case where the value of the floor roll parameter is greater than the comfort roll value, a lateral correction command intended to modify the at least one force setpoint is determined Det3.

[0086] Finally, a comparison step Cmp5 of the value of the floor yaw parameter with a predetermined comfort yaw value can be implemented. In the case where the value of the floor yaw parameter is greater than the comfort yaw value, a yaw correction command intended to modify the at least one force setpoint is determined Det 4.

[0087] According to one embodiment, the longitudinal differential and / or the lateral differential are dependent on the mass of the load and the distribution of the mass in the vehicle 20.

[0088] The control process can then implement: a step Apl2 of applying the normal correction command to the set of suspensions 26, the vertical correction command being intended to control the suspensions 26 so as to bring the load crushing parameter back in one direction, and with an intensity substantially close to the acceleration of gravity. By substantially close intensity, we mean an intensity included in an interval of 2.5 m / s 2< centered around the intensity of the acceleration of gravity, or more particularly, in an interval of 1.6 m / s 2< centered around the intensity of the acceleration of gravity, and by substantially close direction, we mean a direction included in an angular interval of less than 5° relative to the direction of the acceleration of gravity, and more particularly in an angular interval of less than 2.86° relative to the direction of the acceleration of gravity;a step Apl3 of applying the lateral correction command to the suspension assembly 26, the lateral correction command being representative of a lateral force setpoint differential, said lateral differential being applied between two suspensions 26 associated respectively with two rollers 24 arranged laterally relative to the direction of movement of the vehicle 20, and being dependent on the distance between the two rollers 24, and on the floor roll parameter; a step Apl4 of applying the yaw correction command to the suspension assembly 26, the yaw correction command being representative of a yaw force setpoint differential, said yaw force setpoint differential being applied to one or more of the suspensions 26 of the suspension assembly 26. ;

[0089] Generally, the force setpoint applied to each suspension 26 is configured so as not to be less than a limit adhesion force. In this way, the control method makes it possible to prevent the rollers 24 from slipping on the support 10, in particular if a roller 24 is unloaded.

[0090] The previously described embodiment can be implemented by the following algorithm: 1. Comparison of the position of each suspension of each roller 24 (Z gar , Z gav ) on the set of suspensions 26 with the target interval [Z min ; Z max ] collected. a. If the following conditions are met Z gar ∈ Z min Z max Z gav ∈ Z min Z max , Execution of steps 2 to 4 of the algorithm. b. If the conditions are not met, transmission Trs1 of a speed reduction instruction and application Apl5 of the return command. 2. Comparison of the value of the floor pitch parameter (α) with the comfort pitch value [α min ; α max ]. a. If the following condition is validated: α ∈ [ α min ; α max ], then we define a longitudinal coefficient of setpoint K 1 to 0. b. If the condition is not met, then we define the longitudinal coefficient of setpoint K1 to: K 1 = constante 1 ∗ α − α min + α max 2 Where constant 1 depends on the length of the floor 22 between the suspensions, the moment of inertia of the empty vehicle 20, the mass of the empty vehicle 20, the mass of the load. 3. Comparison of the projection A XZ of the acceleration of the floor 22 on the plane defined by the X and Z axes to the normal comfort acceleration value [A XZmin ; A XZmax ]. a. If the following condition is validated: A XZ ∈ A XZmin A XZmax determination Det 2 of a normal correction coefficient K 2 at 0. b. If the condition is not met, determination Det 2 of the normal correction coefficient at: K 2 = constante 2 ∗ A XZ − A XYmin + A XYmax 2 where constant 2 depends on the length of the floor 22 between the suspensions, the moment of inertia of the empty vehicle 20, the mass of the empty vehicle 20, the mass of the load. 4. Application Apl1 of the longitudinal differential, and Apl2 of the normal correction control as a function of K 1 and K 2: F ar Cons − F av Cons = K 1 F ar Cons + F av Cons = K 2 Or F avCons is the force setpoint exerted by the front suspension between the floor 22 and the roller 24; and where F arCons is the force setpoint exerted by the rear suspension between the floor 22 and the roller 24.

[0091] F avCons And F arCons in particular allow the efforts in each suspension of the set of suspensions 26 to be controlled according to a closed loop regulation law of the PID type

[0092] Generally speaking, constant 1 and constant 2 can be dimensioned by experimental measurements, or studies specific to the vehicle 20 and the support 10 used.

[0093] According to one embodiment, the first algorithm can take into account a speed (Żgar and Żgav) and acceleration (Z̈gar and Z̈gav) interval of the position of each roller 24 relative to the suspension assembly 26.

[0094] According to one embodiment, the determination Det5 of a return command is corrected proportionally according to the position of each roller 24 (Z gar , Z gav ) relative to the limits of the target interval [Z min ; Z max ]. In this way, the return command can be increased when the position of each roller 24 approaches the limits of the target interval.

[0095] According to one embodiment, the set longitudinal differential can be determined as a function of the rotational speed around the Y axis and the rotational acceleration around the Y axis.

[0096] According to one embodiment, the normal correction command is determined based on the speed and acceleration of the vehicle 20 on the track.

[0097] In reference to the Figure 7, the track may comprise a plurality of track sections S1, S2, S3 defined by a section type. The control system 28 may then comprise a position sensor capable of measuring Mes3 of the position of the vehicle 20 on the track. This makes it possible to determine Det6 a track section and a section type corresponding to the position of the vehicle 20 on the track. The control method may thus comprise a step of modifying Mod2 the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval as a function of the section type.

[0098] Advantageously, the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval can change depending on the state of the runway. In particular, according to an embodiment in which the control method comprises a step Col8 of collecting runway shape data representative of the shape of the taxiway extending upstream, it is possible to carry out a step Mod3 of modifying the comfort pitch value, and / or the comfort floor acceleration value, and / or the comfort normal acceleration value, and / or the target interval depending on the runway shape data.

[0099] According to a non-limiting variant, the step Col8 of collecting the track shape data can be used to control the set of suspensions 26 according to a predetermined program, depending in particular on the collection Col3 of the floor pitch parameter, the collection Col4 of the acceleration parameter on the track, the collection Col5 of the load crushing parameter, the collection Col6 of the floor roll parameter, the collection Col7 of the floor yaw parameter, or the position of the vehicle 20 on the track and its mass.

[0100] As indicated above, the invention also relates to a transport installation 1 for a load illustrated in part on the figures 4 to 7 . Generally, the load transported includes people.

[0101] The transport installation 1 comprises a support 10 comprising at least two stretched cables 12 extending between at least two pylons 14 so as to form a track on which a vehicle 20 circulates. Advantageously, the vehicle 20 can be self-propelled.

[0102] The vehicle 20 comprises rollers 24 intended for contact on the support 10, and a floor 22 intended for transporting the load.

[0103] According to one embodiment, the vehicle 20 comprises wheels in contact with the support 10.

[0104] According to one embodiment, the support 10 on which the wheels or rollers 24 are in contact is a rail or a cable 12.

[0105] The floor 22 cooperates in particular with the rollers 24 via a set of suspensions 26. Each suspension 26 of the set of suspensions 26 may in particular have a travel of between 1.5 m and 3.0 m. The set of suspensions 26 is controlled by at least one force setpoint defining the force exerted by each of the rollers 24 on the floor 22.

[0106] According to one embodiment, each suspension 26 of the set of suspensions 26 may be equipped with a brake configured to allow its movement or alternatively slow down and / or block its movement.

[0107] Finally, the vehicle 20 comprises a control system 28 configured to control the suspension assembly 26 by a control method of the type described previously. The control system 28 may in particular comprise a kinematic measuring device 29 configured to measure kinematic data of the floor 22 of the vehicle 20, for example an inertial unit.

Claims

1. A control method for controlling a vehicle (20) moving on a track, the vehicle (20) comprising rollers (24) intended for contact on at least one support (10) defining the track, a floor (22) intended for transporting a load, said floor (22) cooperating with the rollers (24) through a set of suspensions (26), the set of suspensions (26) comprising at least one suspension (26), the at least one suspension (26) being controlled by at least one force setpoint defining the force exerted by the at least one suspension (26) on the floor (22), the method being implemented by a control command system (28) and comprising the following steps: a. collection (Col3) of a pitch parameter of the floor, representative of the pitch rotational acceleration of the floor; b. determination (Det1) of a longitudinal correction command intended to modify the at least one force setpoint; c. application (Apl1) of the longitudinal correction command to the set of suspensions (26), the longitudinal correction command being representative of a longitudinal force setpoint differential, said longitudinal differential being applied between two suspensions (26) associated respectively with two rollers (24) disposed longitudinally in the displacement direction of the vehicle (20), the differential being dependent on the distance between the two rollers (24) and on the pitch parameter of the floor.

2. The control method according to claim 1, wherein the step of collecting (Col3) a pitch parameter of the floor comprises collecting the value and the sign of the value of the pitch parameter of the floor, the control method comprising a step of comparing (Cmp1) the value of the pitch parameter of the floor with a predetermined comfort pitch value, the step of determining (Det1) a longitudinal correction command being implemented in the case where the value of the pitch parameter of the floor is greater than the comfort pitch value.

3. The control method according to any one of claims 1 or 2 comprising the following steps: a. collection (Col4) of an acceleration parameter on the track, representative of the acceleration of the floor longitudinally in the displacement direction of the vehicle (20); b. modification (Mod1) of the longitudinal differential taking into account the acceleration parameter on the track.

4. The control method according to claim 3, wherein the step of collecting (Col4) an acceleration parameter on the track comprises collecting the value and the sign of the value of the acceleration parameter on the track, the control method comprising a step of comparing (Cmp2) the value of the acceleration parameter on the track with a predetermined comfort floor acceleration value, the step of modifying (Mod1) the longitudinal differential being implemented in the case where the acceleration parameter value on the track is greater than the comfort floor acceleration value.

5. The control method according to any one of claims 1 to 4 comprising the following steps: a. collection (Col5) of a crushing parameter of the load, representative of the acceleration of the floor along an axis substantially perpendicular to the floor (22); b. determination (Det2) of a normal correction command intended to modify the at least one force setpoint; c. Application (Apl2) of the normal correction command to the set of suspensions (26), the vertical correction command being intended to drive the suspensions (26) so as to bring back the crushing parameter of the load in one direction and with an intensity substantially close to the gravitational acceleration.

6. The control method according to claim 5, wherein the step of collecting (Col5) a crushing parameter of the load comprises collecting the value and the sign of the value of the crushing parameter of load, the control method comprising a step of comparing (Cmp3) the value of the crushing parameter of the load with a predetermined comfort normal acceleration value, the step of determining (Det2) a normal correction command being implemented in the case where the crushing parameter value of the load is greater than the comfort normal acceleration value.

7. The control method according to any one of claims 1 to 6 comprising the following steps: a. collection (Col6) of a roll parameter of the floor, representative of the roll rotational acceleration of the floor; b. determination (Det3) of a lateral correction command intended to modify the at least one force setpoint; c. application (Apl3) of the lateral correction command to the set of suspensions (26), the lateral correction command being representative of a force setpoint lateral differential, said lateral differential being applied between two suspensions (26) associated respectively with two rollers (24) disposed laterally with respect to the displacement direction of the vehicle (20) and being dependent on the distance between the two rollers (24) and on the roll parameter of the floor.

8. The control method according to claim 7, wherein the step of collecting (Col6) a roll parameter of the floor comprises collecting the value and the sign of the value of the roll parameter of the floor, the control method comprising a step of comparing (Cmp4) the value of the roll parameter of the floor with a predetermined comfort roll value, the step of determining (Det3) a lateral correction command being implemented in the case where the value of the roll parameter of the floor is greater than the comfort roll value.

9. The control method according to any one of claims 1 to 8, comprising a step of measuring (Mes1) the mass of the load and its distribution in the vehicle (20), the longitudinal differential and / or the lateral differential being dependent on the mass of the load and on the distribution of the mass in the vehicle (20).

10. The control method according to any one of claims 1 to 9 comprising the following steps: a. measurement (Mes2) of the position of each of the rollers (24) with respect to the vehicle (20); b. in the case where the position of a roller (24) is outside a predetermined target interval, determination (Det5) of a return command intended to modify the at least one force setpoint; c. application (Apl5) of the return command to the set of suspensions (26) so as to bring the position of each of the rollers (24) back to the target interval.

11. The control method according to claim 10, wherein the step of determining (Det5) a return command comprises a step of transmitting (Trs1) a speed reduction instruction to an external system (27) for controlling the displacement speed of the vehicle (20), with the aim of reducing the displacement speed of the vehicle (20).

12. The control method according to claims 2, 4, 6 and 10 and according to any one of claims 1 to 11, wherein the track comprises a plurality of track sections (S1, S2, S3) defined by a section type and wherein the control command system (28) comprises a position sensor, the control method comprising the following steps a. measurement (Mes3) of the position of the vehicle (20) on the track; b. determination (Det6) of a track section and of a section type corresponding to the position of the vehicle (20) on the track; c. modification (Mod2) of the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value and the target interval in accordance with the section type.

13. The control method according to claim 12, wherein the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value and the target interval evolve in accordance with the state of the track.

14. The control method according to any one of claims 12 or 13, comprising a step of collecting (Col8) shape data of the track, representative of the shape of the travelling track extending upstream and a step of modifying (Mod3) the comfort pitch value and / or the comfort floor acceleration value and / or the comfort normal acceleration value and / or the target interval in accordance with the shape data of the track.

15. An installation (1) for transporting a load comprising a support (10) comprising at least two stretched cables (12) extending between at least two pylons (14) so as to form a track on which a vehicle (20) travels; the vehicle (20) comprising rollers (24) by means of which it is in contact with the support (10), a floor (22) intended for transporting the load, said floor (22) cooperating with the rollers (24) through a set of suspensions (26), the set of suspensions (26) having a travel and being controlled by at least one force setpoint defining the force exerted by each of the rollers (24) on the floor (22) and a control command system (28) configured to drive the set of suspensions (26) by a control method according to any of claims 1 to 14.

16. The transport installation (1) according to claim 15, wherein the transported load comprises people.

17. The transport installation (1) according to any one of claims 15 or 16, wherein the control command system (28) comprises a kinematic measurement device (29) configured to measure kinematic data of the floor (22) of the vehicle (20), for example an inertial unit.

18. The transport installation (1) according to any one of claims 15 to 17, wherein each suspension (26) of the set of suspensions (26) has a travel of between 1.5 m and 3.0 m.

19. The transport installation (1) according to any one of claims 15 to 18, wherein the vehicle (20) is self-propelled.