GRAVITY TRANSPORT SYSTEM EQUIPPED WITH A BRAKING DEVICE

Abstract

- Gravity transport system equipped with a braking device. - The invention relates to a gravity transport system (1) comprising a carriage (2) carrying a roller (4) designed to roll on a guide line (3), said carriage (2) carrying a braking device (5) which includes a stator (6) and a rotor (7) connected to said roller (4), said stator (6) and rotor (7) respectively carrying a first and a second coupling means (9, 10) designed to cooperate with each other by mechanical and / or magnetic coupling in a coupling zone (11) in order to brake the rotation of the roller (4), said transport system (1) being characterized in that it comprises a cooling device for cooling the braking device (5), said cooling device including a first ventilation wheel (17) secured to the rotor (7) and designed to generate a first air flow (F1) intended to cool the braking device (5).- Gravity transport systems, for example zip lines. - Figure 1.

Description

Title of the invention: GRAVITY TRANSPORT SYSTEM EQUIPPED WITH A BRAKING DEVICE

[0001] The present invention relates to the general field of transport, and more precisely to transport by gravity from a high point to a low point, for example on the principle of zip line transport on cable or rail.

[0002] More particularly, the invention relates to a gravity transport system comprising a carriage designed to be able to descend along a guide line by gravity, said carriage carrying at least one roller designed to roll on and along the guide line in order to guide the descent of the carriage, said carriage furthermore carrying at least one braking device which includes on the one hand a stator and on the other hand a rotor connected to said roller so that the rotation of the roller rolling along the guide line causes the rotation of said rotor relative to the stator, said stator and rotor respectively carrying a first and a second coupling means designed to cooperate with each other by mechanical and / or magnetic coupling in a coupling zone in order to brake the rotation of the roller.

[0003] In the field of transport, and more specifically recreational transport, zip line installations are particularly well known, generally installed in high-altitude acrobatic leisure parks or in natural areas. The most common zip line installations are cable zip lines, which are fun devices allowing a user to descend by gravity along a cable while being suspended below the cable by a harness, itself attached to a trolley (or a simple pulley) rolling on the cable.

[0004] The twisting zip line is a recent evolution of the zip line concept, and allows a user to slalom, for example between the trees of a forest, in order to increase the fun aspect of the activity. The twisting zip line thus brings sensations of flight and speed, but also of acceleration thanks to the centrifugal force felt in the turns. The principle of the twisting zip line is similar to that of the cable zip line, with the difference that the cable is replaced by a rigid rail, which has curved sections (to form the turns), and which is suspended from natural structures (trees, rocks, etc.) or artificial structures (poles, etc.) by slings.

[0005] In order to control the descent speed of the trolley, in particular to prevent the user from experiencing excessive acceleration, especially when turning, it is known to provide recreational zip line systems with a centrifugal braking device which acts as a speed limiter. Such a centrifugal braking device uses a drive wheel which rolls along the cable of the rail of the zip line during the descent of the carriage by gravity, and drives in rotation a rotor which carries a friction part mounted movably in radial translation relative to the rotor. When the rotation speed of the rotor reaches a threshold value, the friction part is driven radially outwards under the effect of centrifugal force, and comes to rub a complementary lining fixed relative to the carriage, which slows the movement of the latter.

[0006] Such a braking device is generally satisfactory but nevertheless has serious drawbacks.

[0007] First of all, given the levels of kinetic energy involved, this known centrifugal braking device is likely to generate significant heat dissipation, which is likely not only to impair the braking performance, but also to damage the braking device, the reliability and durability of which are therefore likely to be significantly affected.

[0008] Furthermore, the braking performance of this known centrifugal braking device may be impaired by the presence of foreign bodies likely to be located at the interface between the friction element of the rotor and the fixed friction lining. In particular, the implementation, in the vicinity of the braking device, of multiple ball bearings, which require lubrication, very often results in the untimely presence of grease at the friction interface of the braking device, which seriously impairs the performance of the latter.

[0009] This known centrifugal braking device also leads to jerky braking which proves unpleasant for users. There are also significant differences in maximum speed from one user to another with this known friction centrifugal braking device, which can be explained in particular by the differences in mass of the users. This complicates the operation of the zip line. It is in fact necessary to reduce the rate of passage in order to avoid a user being caught by another user who has left after him, with all the risks and inconveniences that this could cause.

[0010] In order to overcome these problems of jerky braking, potential significant differences in maximum speed between users and the risk of impaired braking due to the proximity of greased ball bearings, it could be considered to use eddy current braking, which is based on the implementation of an electrically conductive part driven in rotation by the rolling of the trolley on the cable or rail, and which is intended to be subjected to a magnetic field generated by magnets fixed relative to the trolley. Under the effect of the magnetic field generated by the permanent magnets, eddy currents are induced in the electrically conductive element. These eddy currents in turn generate their own magnetic field, which interacts with the magnetic field of the magnets to produce a braking force.

[0011] Such a magnetic braking principle, however, proves difficult to apply in the case of a recreational zip line involving significant levels of kinetic energy. Indeed, the eddy currents will generate a very considerable release of heat, which poses, among other things, problems of safety, reliability and maintenance which prove particularly significant in the case of a light trolley, located in the immediate vicinity of the user, as is the case with zip line trolleys.

[0012] The objects assigned to the invention therefore aim to remedy the various drawbacks listed above and to propose a new gravity transport system which, while being extremely light, compact and inexpensive, has a high level of reliability and durability, with reduced maintenance requirements and a high degree of safety of use.

[0013] Another object of the invention is to propose a new gravity transport system of extremely simple and robust design.

[0014] Another object of the invention aims to propose a new gravity transport system which makes it possible to ensure, in a particularly simple and effective manner, without the need for external energy, the cooling of the parts involved in braking.

[0015] Another object of the invention is to propose a new gravity transport system of reduced size.

[0016] Another object of the invention aims to propose a new gravity transport system whose design allows particularly efficient braking, independently of the mass of the user concerned, and which is insensitive to the presence of pollutants, such as grease or other, nearby.

[0017] Another object of the invention is to propose a new gravity transport system whose design allows an optimal passage rate.

[0018] Another object of the invention is to propose a new gravity transport system whose design allows gentle and progressive braking.

[0019] Another object of the invention is to propose a new gravity transport system whose design allows particularly efficient and rapid heat dissipation.

[0020] The objects assigned to the invention are achieved by means of a gravity transport system comprising a carriage designed to be able to descend along a guide line by gravity, said carriage carrying at least one roller designed to roll on and along the guide line in order to guide the descent of the carriage, said carriage furthermore carrying at least one braking device which includes on the one hand a stator and on the other hand a rotor connected to said roller so that the rotation of the roller rolling along the guide line causes the rotation of said rotor relative to to the stator, said stator and rotor respectively carrying a first and a second coupling means designed to cooperate with each other by mechanical and / or magnetic coupling in a coupling zone in order to brake the rotation of the roller, said transport system being characterized in that it further comprises a cooling device for cooling the braking device, said cooling device including at least a first ventilation wheel which is integral with the rotor so that the rotation of said rotor causes the rotation of said first ventilation wheel in order to generate a first air flow intended to cool the braking device.

[0021] Other features and advantages of the invention will appear and emerge in more detail on reading the description given below, with reference to the appended drawings, given solely as illustrative and non-limiting examples, in which:

[0022] [Fig-1] illustrates, in a schematic perspective view, a transport system by gravity according to the invention, which implements a guide line formed by a tubular rail of square section and a trolley from which a user is intended to be suspended, said gravity transport system forming in this case a recreational system of zip line with turns.

[0023] [Fig.2] illustrates, in a schematic side view, the gravity transport system of [Fig.l].

[0024] [Fig.3] illustrates, in a schematic cross-sectional view, the gravity transport system of Figures 1 and 2, which comprises a braking device according to a first embodiment.

[0025] [Fig.4] illustrates, in a schematic perspective view, a detail of the embodiment of the gravity transport system of figures 1 to 3, corresponding in this case to the braking device.

[0026] [Fig.5] is an exploded view of the detail of the embodiment of [Fig.4].

[0027] [Fig.6] is identical to [Fig.4], except that one part (front face of the braking device housing) has been omitted to visualize the interior of the braking device according to the first embodiment of the preceding figures, said braking device forming in this case a magnetic-centrifugal braking device capable of evolving between a free configuration (illustrated in [Fig.6]) and a braking configuration, said braking device being provided with two ventilation wheels arranged on either side of the rotor to generate two axial-centrifugal cooling air flows on either side of the rotor.

[0028] [Fig.7] illustrates, in a front view, the detail of the construction of the braking device according to the first variant of [Fig.6], which is in the free configuration.

[0029] [Fig.8] illustrates, in a schematic perspective view, the detail of the production of [Fig.7].

[0030] [Fig.9] illustrates, in a schematic perspective view, the detail of the production of the braking device of [Fig.6], while the braking device is this time in braking configuration.

[0031] [Fig. 10] illustrates, in a schematic front view, the detail of the production of [Fig.9].

[0032] [Fig. 11] illustrates, in a schematic perspective view, a detail of the embodiment of the braking device according to the first embodiment of the preceding figures, with the braking device in braking configuration.

[0033] [Fig. 12] illustrates, according to a schematic cross-sectional view, a detail of the embodiment of the braking device according to the first variant illustrated in the preceding figures, which is in the braking configuration, axial-centrifugal cooling air flows, generated by the rotation of the rotor, being represented schematically.

[0034] [Fig. 13] illustrates, in a schematic perspective view, a detail of the embodiment of a braking device equipping a gravity transport system similar to that illustrated in the previous figures, according to a second embodiment implementing a single ventilation wheel on one side of the rotor, to generate an axial-centrifugal cooling air flow.

[0035] [Fig. 14] is identical to [Fig. 13], except that parts have been omitted (front face of the housing) to view the interior of the braking device according to the second embodiment of [Fig. 13], the braking device being in a free configuration.

[0036] [Fig. 15] illustrates, in a schematic cross-sectional view, the path of the cooling air flow established inside the braking device according to the second embodiment of Figures 13 and 14.

[0037] [Fig. 16] illustrates, in a schematic perspective view, a detail of the embodiment of a braking device according to a third embodiment, equipping a gravity transport system otherwise conforming to the preceding figures, and which is provided with two helical ventilation wheels arranged on either side of the rotor to generate an axial cooling air flow.

[0038] [Fig. 17] illustrates, according to a partially sectioned schematic view, the detail of the production of [Fig. 16].

[0039] [Fig. 18] illustrates, in a schematic cross-sectional view, the braking device according to the third embodiment of Figures 16 and 17, with the path of the cooling air flow generated by the rotation of the rotor illustrated by arrows.

[0040] [Fig. 19] illustrates, according to a schematic perspective view partially in section, a detail of the embodiment of a braking device according to a fourth embodiment, which is intended to equip a gravity transport system which is otherwise identical to that of the preceding figures, the fourth embodiment being distinguished from the third embodiment by the fact that it only implements a single axial ventilation wheel arranged on one side of the rotor.

[0041] [Fig.20] illustrates, according to a schematic sectional view, the detail of the production of the [Fig. 19], in which the axial airflow generated to cool the braking device is schematically illustrated by arrows.

[0042] The invention relates to a gravity transport system 1 for transporting people or goods. Preferably, the gravity transport system 1 forms a recreational transport system, intended to transport one or more people in a leisure setting. The gravity transport system 1 according to the invention comprises a trolley 2 designed to be able to descend by gravity along a guide line 3. Preferably, the gravity transport system 1 according to the invention comprises said guide line 3. The latter may comprise, in an embodiment not illustrated, a flexible element, such as for example a cable. According to a preferred embodiment, the guide line 3 comprises a rigid rail, for example of rectangular or square section as illustrated in the figures, preferably made of a metallic material (for example stainless steel).In the preferred embodiment illustrated in the figures, the guide line 3 comprises a rigid tubular rail so that said gravity transport system 1 forms a recreational zip line system with turns. The invention is however not limited to a recreational zip line system with turns, and it is for example perfectly conceivable that the gravity transport system 1 instead forms a conventional zip line system, in which the guide line 3 is formed by a cable, or forms a transport system other than a zip line, without departing from the scope of the invention.

[0043] For the sake of brevity, the following description will focus on a gravity transport system 1 forming a recreational zip line system, and in particular a twisting zip line, without the invention being limited to this type of transport system.

[0044] As previously explained, the carriage 2 is designed to follow the guide line 3, and to progress along the latter under the effect of gravity only, between a high point of the guide line 3, located at a first altitude, and a low point of the guide line 3, located at a second altitude which is lower than the first altitude. The low point is not only located at a lower altitude than that of the high point, but it is also distant from the high point in the horizontal direction, so that the movement of the carriage 2, along the guide line 3, to reach the low point from the high point, comprises a downward vertical component and a forward horizontal component. It is therefore not a purely vertical movement. The carriage 2 is advantageously attached to the guide line 3, that is to say that it cannot be separated from the latter without a prior disassembly operation.In other words, carriage 2 does not simply rest freely on the line of . guide 3, but it is mechanically connected to the latter by connecting means which do not allow the separation of the trolley 2 from the guide line 3, but which allow the longitudinal movement of the trolley 2 along the guide line 3, under the effect of gravity. The trolley 2 is designed to transport a load which can be formed by one or more people and / or one or more goods. In the preferred embodiment illustrated in the figures, where the gravity transport system 1 forms a recreational zip line system, the trolley 2 is provided with a chassis 2A to which a harness or a harness is intended to be attached, so as to be able to suspend a user from the trolley 2, under the latter, in accordance with the usual configuration commonly implemented for zip line transport.

[0045] As illustrated in the figures, the carriage 2 is designed to move by rolling on, and along, the guide line 3. For this purpose, the carriage 2 carries at least one roller 4 designed to roll on and along the guide line 3, in order to guide the descent of the carriage 2. The roller 4 is for example in the form of a caster, made of plastic or metal, or in the form of a pulley when the guide line 3 is formed by a cable. Preferably, in order to ensure unidirectional guidance of the carriage 2 relative to the guide line 3, and to prevent any untimely separation of the carriage 2 and the guide line 3, the carriage 2 carries a plurality of rollers which are advantageously designed to roll on at least two flat faces of the tubular rail advantageously forming the guide line 3, as illustrated in the figures.The carriage 2 can thus roll on and along the guide line 3, by means of at least the roller 4.

[0046] The carriage 2 furthermore incorporates at least one braking device 5 designed to brake the movement of the carriage 2 along the guide line 3. Preferably, the braking device 5 is automatic, that is to say that it is designed to automatically brake the carriage 2 as a function of the speed of movement of the latter along the guide line 3, without positive intervention by the user, and without input of energy other than that resulting from the free movement of the carriage 2 along the guide line 3, under the effect of gravity only. As illustrated in the figures, the braking device 5 includes a stator 6 which is advantageously fixedly attached to the frame 2A of the carriage 2. The stator 6 advantageously has a substantially circular shape and is preferably made of a metallic material.The braking device 5 also includes a rotor 7 connected to said roller 4 so that the rotation of the roller 4 rolling along the guide line 3 causes the rotor 7 to rotate relative to the stator 6, in this case along an axis of rotation X-X'. In other words, the rotor 7 is mounted to rotate along said axis of rotation X-X' relative to the stator 6, while the roller 4 is fixed to the rotor 7 by a mechanical connection which eliminates any degree of freedom in rotation along the axis of rotation. X-X' between the roller 4 and the rotor 7. Preferably, the braking device 5 includes a transmission shaft 8 which connects the rotor 7 to the roller 4, with for example a cooperation of non-circular shapes between the transmission shaft 8 on the one hand and each of the rollers 4 and rotor 7 on the other hand, so that the rotation of the roller 4 along the axis of rotation X-X' causes the concomitant rotation of the transmission shaft 8 and therefore of the rotor 7, relative to the stator 6.

[0047] The stator 6 carries a first coupling means 9 while the rotor 7 carries a second coupling means 10. The first coupling means 9 and the second coupling means 10 are designed to cooperate with each other by mechanical and / or magnetic coupling in a coupling zone 11, in order to brake the rotation of the roller 4.For example, in an embodiment not illustrated, the first coupling means 9 carried by the stator 6 and the second coupling means 10 carried by the rotor 7 cooperate mechanically by friction against each other, which results in the exertion of a braking force on the rotary subassembly formed by the rotor 7 and the roller 4. According to another embodiment, which covers the variants illustrated in the figures, the first coupling means 9 and the second coupling means 10 are designed to cooperate with each other by magnetic coupling, so that a magnetic force exerts a magnetic braking force on the rotary subassembly formed by the rotor 7 and the roller 4.It is also perfectly conceivable to combine the two mechanical and magnetic effects, so that in this case the first coupling means 9 and the second coupling means 10 cooperate with each other both by mechanical coupling and magnetic coupling, the braking force being obtained by generating both a mechanical friction force and a magnetic force.

[0048] Preferably, in accordance with the embodiment illustrated in the figures, the braking device 5 is a centrifugal braking device, in which the second coupling means 10 carried by the rotor 7 is mounted to move relative to the rotor 7, so as to move relative to the rotor 7, under the effect of a centrifugal force generated by the rotation of the rotor 7 relative to the stator 6, from a first stop position in which the second coupling means 10 is located outside the coupling zone 11 so that it does not cooperate with the first coupling means 9, to at least one second stop position in which the second coupling means 10 is located in the coupling zone 11 where it cooperates with the first coupling means 9, by mechanical and / or magnetic coupling, in order to brake the rotation of the roller 4, and therefore the descent of the carriage 2 along the guide line 3.The invention is however not limited to a centrifugal braking device, and it is perfectly conceivable that the braking device 5 is not a centrifugal braking device.

[0049] In the embodiments illustrated in the figures, the first and second means coupling means 9, 10 are designed to cooperate with each other by magnetic coupling, so as to generate a braking force without contact, preferably automatically, that is to say without the need for any positive actuation of the braking device 5 by a user. In these preferred embodiments, the braking device 5 constitutes an eddy current braking device. In these preferred embodiments, the braking of the roller 4 exerted by the braking device 5 depends on the rotation speed of the roller 4 along the rotation axis X-X'. Advantageously, the first coupling means 9 includes a set of permanent magnets 90 arranged in a ring to generate a magnetic field in the coupling zone 11. In other words, the permanent magnets 90 are arranged in a circle around the rotation axis X-X', as illustrated in the figures.Said permanent magnets 90 are preferably identical to each other, and are for example in the form of cylindrical studs embedded in housings of conjugate shape arranged in the stator 6, at the periphery of the latter. Preferably, the set of permanent magnets 90 is formed of two series of permanent magnets respectively forming a first and a second ring arranged opposite and at a distance from each other, such that each permanent magnet of the first ring is located in line with a permanent magnet of the second ring and is separated from the latter by an air gap which forms the coupling zone 11. The second coupling means 10 for its part advantageously includes at least one first electrically conductive element 12, formed for example by a metal plate, preferably a copper plate.Said magnetic field generated by the set of permanent magnets 90 is designed to exert a contactless braking force on said first electrically conductive element 12, when the latter passes through the magnetic field, in the coupling zone 11. This principle of automatic contactless braking is well known as such, and is generally referred to as "eddy current braking". Such eddy current braking is based on the following principle: .

[0050] - when the first element 12 passes through the magnetic field generated by the set of permanent magnets 90, induced currents (eddy currents) are generated within said first element 12.

[0051] - The eddy currents generated in the first element 12 circulate in a loop closed and therefore in turn generate their own magnetic field, opposed to the magnetic field generated by the set of permanent magnets 90 (Lenz's law); the opposition of said magnetic fields generates a braking force which is exerted on the first electrically conductive element 12, making it possible to slow down the rotation of the latter, and therefore that of the rotor 7 to which it is attached, without physical contact between the first electrically conductive element 12 and the set of permanent magnets 90.

[0052] The eddy current braking implemented by the braking device 5 of the variants illustrated in the figures automatically generates a particularly regular, progressive and gentle braking force, which makes it possible to limit the speed of the trolley 2 in a particularly effective and comfortable manner, without jolts and independently of the mass of the person transported by the trolley 2.

[0053] Advantageously, the braking device 5 constitutes a centrifugal braking device, in order to automatically trigger the braking force only from a predetermined threshold of rotation speed of the rotor 7 relative to the stator 6, along the axis of rotation X-X'.In this preferred embodiment illustrated in the figures, the first electrically conductive element 12 is mounted to move relative to the rotor 7 between, on the one hand, a retracted position (illustrated for example in Figures 6 to 8), in which said first electrically conductive element 12 is elastically returned, so that it is separated from the axis of rotation X-X' by a predetermined distance, and on the other hand at least one deployed position (illustrated for example in Figures 9 to 11) in which it is separated from said axis of rotation X-X' by a distance greater than said predetermined distance, in order to reach the coupling zone 11 and thus cooperate by magnetic coupling with the set of permanent magnets 90, to generate a contactless braking force.In order to elastically return the first electrically conductive element 12 to its retracted position, the braking device 5 includes at least one elastic return element, preferably formed by at least one spring 13, which is for example a compression spring (variants of figures 1 to 11 and 16 to 20) or a torsion spring (variant of figures 13 to 15) or any other type of spring or elastic body. The spring 13 is dimensioned to exert a predetermined return force on the first electrically conductive element 12, to maintain it in the retracted position.When the rotational speed of the rotor 7 along the rotational axis X-X' exceeds a predetermined threshold, the centrifugal force exerted on the first electrically conductive element 12 overcomes the elastic return force exerted by the spring 13, thus triggering the movement of the first electrically conductive element 12 towards and in the coupling zone 11, inside which it is subjected to the magnetic field generated by the set of permanent magnets 90. This generates a magnetic coupling as explained previously, which produces a braking force whose intensity level depends in particular on the rotational speed of the rotor 7.In the embodiments illustrated in the figures, the centrifugal force exerted on the first electrically conductive element 12, against the elastic return force exerted by the spring 13, makes it possible to make the first element 12 penetrate more or less completely (depending on the speed of rotation) into the air gap between the two rings of permanent magnets 90 mentioned above. Preferably, in the embodiments illustrated in the figures, the spring 13 is di . mentioned on the one hand to prevent the first electrically conductive element 12 from reaching the coupling zone 11 as long as the rotation speed of the roller 4 is lower than a predetermined threshold, and on the other hand to allow the first electrically conductive element 12 to reach a maximum deployment position which is a stop position (illustrated for example in [Fig. 11]) in which a maximum size portion of the first electrically conductive element 12 is located in the coupling zone 11, thus making it possible to obtain a maximum braking force.

[0054] Advantageously, the first electrically conductive element 12 is mounted to slide radially, relative to the rotor 7, between its retracted and deployed positions.

[0055] In the examples illustrated in the figures, the rotor 7 comprises at least one first discoidal plate 70 while the second coupling means 10 includes, in addition to the first electrically conductive element 12, three other electrically conductive elements 14, 15, 16, preferably all identical to each other and for example in the form of discoidal plate portions which fit together in a substantially complementary manner in the retracted position (see figures 7 and 8 for example). Each electrically conductive element 12, 14, 15, 16 thus forms a flyweight which is movable under the effect of the centrifugal force generated by the rotation of the rotor 7 and within which eddy currents are induced when the flyweight concerned is subjected to the magnetic field generated by the permanent magnets 90 in the coupling zone 11.

[0056] The implementation of the magnetic-centrifugal braking device 5 illustrated in the figures thus makes it possible to benefit from braking which is automatically engaged from a predetermined threshold of rotation speed of the roller 4 along the axis of rotation X-X', and which is particularly reliable, durable and powerful, while reducing maintenance requirements. The braking force also increases with the rotation speed of the roller 4, to reach a maximum value at a predetermined rotation speed.Furthermore, thanks to the design described above and which is illustrated in the figures, the magnetic-centrifugal braking device 5 operates independently of the direction in which the carriage 2 is mounted on the guide line 3, that is to say independently of the direction of rotation of the roller 4, which facilitates the operations of mounting and maintenance of the carriage 2, avoiding any risk of inappropriate mounting on the guide line 3. The braking device 5 described above thus makes it possible to obtain gentle and progressive braking, finely controllable, while being inexpensive, silent, extremely light, compact, and insensitive to pollution by fatty substances.

[0057] However, such an eddy current braking device 5 relies on the conversion of kinetic energy into electrical energy, and the conversion of the energy electrical energy into heat, so that considerable heating occurs within the braking device 5, in particular at the second coupling means 10, when the latter interacts with the first coupling means 9. This dissipation of energy in thermal form can lead to parts expanding excessively, which can cause mechanical problems. This heat dissipation can also deteriorate certain elements of the braking device 5, which leads to a risk of degradation of performance and reliability.

[0058] In order to prevent or limit the occurrence of these problems, the transport system 1 according to the invention further comprises a cooling device for cooling the braking device 5, in particular when it is in operation. Said cooling device includes at least a first ventilation wheel 17 which is integral with the rotor 7 so that the rotation of the rotor 7 causes the rotation of said first ventilation wheel 17, in order to generate a first air flow F1 intended to cool the braking device 5. In other words, the first ventilation wheel 17 is attached to the rotor 7 to be rotated by the latter, and thus produce the first air flow F1, the speed and flow rate of which are therefore directly dependent on the rotation speed of the rotor 7, which itself influences the braking power.The first ventilation wheel 17 thus makes it possible to generate a variable cooling effect, depending on the rotational speed of the rotor 7. The faster the rotor 7 rotates, the higher the speed and / or flow rate of the first air flow F1, in the same way that the higher the rotational speed of the rotor 7, the greater the heating of the braking device 5. The invention thus makes it possible to automatically adapt the level of cooling to the level of braking and the related heat release. The ventilation wheel 17 is thus advantageously embedded by the rotor 7, that is to say it is carried by the latter. Preferably, the ventilation wheel 17 comprises blades 170 carried by the first plate 70. The blades 170 advantageously extend radially relative to the axis of rotation X-X', and are preferably distributed according to a regular angular distribution.The blades 170 are for example 4 in number (as in the variant of figures 1 to 12), but it is perfectly conceivable that their number is higher (for example 6 as in [Fig.14], or 12 as in [Fig.17]), or conversely that this number is lower, without departing from the scope of the invention.

[0059] Advantageously, said first ventilation wheel 17 is designed to provide centrifugal ventilation, as in the variants of Figures 1 to 14. In this case, the blades 170 are advantageously presented, as illustrated in the figures, in the form of flat, substantially rectangular legs which extend radially in a rectilinear manner in order to axially suck in air, in a direction parallel to the axis of rotation X-X', and to discharge the sucked in air radially relative to the axis of rotation X-X'. The invention is of course not limited to the implementation of centrifugal ventilation, and it is perfectly conceivable that the first ventilation wheel 17 is designed to ensure axial ventilation, as illustrated in figures 16 to 20. In this case, the blades 170 are in the form of twisted plates so as to form a propeller ensuring axial air suction and axial discharge of the sucked air, in a direction parallel to the axis of rotation X-X'.

[0060] Advantageously, the cooling device comprises means for guiding said first air flow F1 to direct the latter towards the coupling zone 11 where said mechanical and / or magnetic coupling is intended to occur. Said guiding means are thus designed to channel the first air flow F1, so that it is directed towards the coupling zone 11 where maximum heating is likely to occur.

[0061] Advantageously, said means for guiding said first air flow F1 include a housing 18 within which is housed at least the rotor 7, as well as preferably the stator 6. The housing 18 is preferably made of a metallic material. It advantageously comprises at least one first suction inlet 19 which is located upstream of the coupling zone 11 in consideration of said first air flow F1, and which is preferentially located upstream of the rotor 7 in consideration of the direction of the first air flow F1. The first ventilation wheel 17 is advantageously designed to suck in surrounding air, coming from outside the housing 18, through said first suction inlet 19.Advantageously, the housing 18 comprises at least one discharge inlet 20 located downstream of the coupling zone 11 in consideration of the direction of said first air flow F1, and therefore downstream of the first suction inlet 19, so that the first air flow F1 first passes through the first suction inlet 19, then meets the rotor 7, and then passes through the discharge inlet 20 to exit the housing 18 at an outlet temperature which is advantageously higher than the inlet temperature of the first air flow F1 at the first suction inlet 19. The first ventilation wheel 17 is therefore designed to discharge the air which had been sucked in by the first suction inlet 19 out of the housing 18 through said discharge inlet 20.

[0062] According to the different embodiments illustrated in the figures, the housing 18 advantageously comprises at least one front face 18A, which has for example a substantially discoid shape, arranged opposite the first ventilation wheel 17 so that the latter is interposed between the rotor 7 and the front face 18A. Said front face 18A thus advantageously has a flat plate shape, preferably substantially discoid, which extends substantially perpendicular to the axis of rotation X-X', as illustrated in the figures. According to the different embodiments illustrated in the figures, said first suction inlet 19 is formed through said front face 18A. As illustrated in the figures, the first suction inlet 19 is for example in the form of one or more oblong-shaped orifices which pass through the front face 18A to connect the interior of the housing 18 with the exterior. Advantageously, the housing 18 also comprises a cylindrical side wall 18B which surrounds said ventilation wheel 17. Said cylindrical side wall 18B advantageously has a shape substantially of revolution along the axis of rotation X-X', and advantageously extends in the extension of the front face 18A, to which it is attached, preferably in a removable manner. The housing 18 also advantageously comprises a rear face 18C arranged opposite the rotor 7 so that the latter is interposed between said front face 18A and rear face 18C. The rear face 18C advantageously extends substantially parallel to the front face 18A, and includes at least one portion in the form of a discoid plate substantially perpendicular to the axis of rotation X-X'.The cylindrical side wall 18B is thus interposed between the front face 18A and the rear face 18C which it connects together to delimit a closed interior volume within which the stator 6 and the rotor 7 are housed. Preferably, the rear face 18C is integral with the cylindrical side wall 18B, and is for example attached to the latter in a permanent manner, that is to say not removable. In this preferred embodiment, the front face 18A is provided with a fixing edge 180, which extends to the periphery of the front face 18A, and has for example a substantially annular shape. The fixing edge 180 is intended to be inserted against the cylindrical side wall 18B, inside the latter, in a substantially adjusted manner, and to be fixed to said cylindrical side wall 18B by any suitable means, for example by screws 181.Advantageously, the stator 6 is integral with the housing 18, and is for example formed by the latter and / or is attached to the latter. Thus, in the preferred embodiments illustrated in the figures, the set of permanent magnets 90 includes a first ring of permanent magnets integral with a first housing subassembly constituted by the rear face 18C and the cylindrical side wall 18B, and a second ring of permanent magnets which is integral with a second housing subassembly formed by the front face 18A, said second ring of magnets possibly being able to form the fixing edge 180.

[0063] Advantageously, said discharge inlet 20 is provided through said cylindrical side wall 18B. For example, the discharge inlet 20 is in the form of oblong openings provided at regular intervals along the cylindrical side wall 18B, in accordance with the embodiments illustrated in FIGS. 1 to 15. Such an arrangement of the discharge inlet 20 is particularly suitable when a first ventilation wheel 17 is implemented which provides centrifugal ventilation, with axial suction, substantially parallel to the axis of rotation X-X' at the level of the first suction inlet 19, and radial discharge through the inlet discharge inlet 20. This allows the first air flow F1 to lick the first and second coupling means 9, 10 likely to heat up during braking, and thus to cool them. To this end, said discharge inlet 20 is advantageously arranged in line with the coupling zone 11, so that the same plane, in this case perpendicular to the axis of rotation X-X', passes through both the coupling zone 11 and the discharge inlet 20. Such an arrangement allows optimal evacuation of heat from the housing 18, with a particularly efficient cooling effect on the braking device 5.

[0064] According to the embodiment of Figures 1 to 12, the cooling device advantageously includes at least one second ventilation wheel 21 which is preferably integral with the rotor 7, so that the rotation of said rotor 7 causes the rotation of said second ventilation wheel 21 in order to generate a second air flow F2 intended to cool the braking device. Advantageously, said second ventilation wheel 21 is designed to provide centrifugal ventilation, as is preferably said first ventilation wheel 17. In this case, the first and second ventilation wheels 17, 21 are preferably arranged on either side of the rotor 7 so that the latter is interposed between them. For example, the rotor 7 comprises, in addition to the first plate 70, a second plate 71, substantially identical to the first plate 70 and arranged parallel to the latter.Said first and second plates 70, 71 are spaced from one another so as to provide between them a space which is delimited by a first face of the first plate 70 and a first face of the second plate 71 and in which the first electrically conductive element 12 is mounted to slide radially. Each first and second plate 70, 71 further comprises a respective second face which carries respectively the first ventilation wheel 17 and the second ventilation wheel 21. Advantageously, the housing 18 comprises at least one second suction inlet 22 formed through said rear face 18C, mirroring the first suction inlet 19, said second ventilation wheel 21 being designed to suck in air coming from outside the housing 18 through said second suction inlet 21, and to discharge it out of the housing 18 through said discharge inlet 20.According to this preferred embodiment, which allows particularly efficient cooling of the braking device 5, the rotation of the rotor 7 generates a double air flow, with two air intakes in opposite directions through the first intake inlet 19 and the second intake inlet 22, and a common air discharge to the outside through the discharge inlet 20 (see [Fig. 12]). Of course, the use of two ventilation wheels 17, 21 is absolutely not obligatory and it is perfectly conceivable, in accordance for example with the embodiment of FIGS. 13 to 15, to implement a single ventilation wheel 17 which ensures axial-centrifugal ventilation on only one side of the rotor 7.

[0065] Of course, the use of radial centrifugal ventilation is absolutely not obligatory, as mentioned previously, and it is for example entirely possible to use a first ventilation wheel 17 ensuring axial ventilation, in which case said discharge inlet 20 is advantageously provided through the rear face 18C, in accordance with the embodiments of FIGS. 16 to 20.

[0066] In the embodiment of Figures 16 and 18, the cooling device includes at least one second ventilation wheel 21 which is a helical wheel, with twisted blades, intended to advantageously provide axial ventilation, preferably in the same direction as the first ventilation wheel 17. Said second ventilation wheel 21 is advantageously secured to the rotor 7 so that the rotation of the rotor 7 causes the rotation of the second ventilation wheel 21 in order to generate, or contribute to generating, the first air flow F1, in cooperation with the first ventilation wheel 17. As explained previously, said second ventilation wheel 21 is in this case designed to advantageously provide axial ventilation, said first and second ventilation wheels 17, 21 being arranged on either side of the rotor 7 so that the latter is interposed between them.In this case, the first suction inlet 19 is provided through the front face 18A, while the discharge inlet 20 is provided through said rear face 18C, said first and second ventilation wheels 17, 21 being designed to suck in air from outside the housing 18 in concert through said first suction inlet 19 and to discharge it out of the housing 18 through said discharge inlet 20 provided through the rear face 18C.

[0067] In the case where purely axial ventilation is implemented, the use of two ventilation wheels 17, 21 is of course not obligatory, and it is perfectly conceivable to implement only one helical ventilation wheel 17 as illustrated in figures 19 and 20, without however departing from the scope of the invention.

[0068] Advantageously, the first electrically conductive element 12 is pierced with a plurality of regularly distributed through holes 24. Said plurality of through holes 24 makes it possible to lighten the first electrically conductive element 12, to promote effective cooling by the first air flow F1 and / or by the first air flow F2, by allowing air to pass through the first element 12. The plurality of through holes 24 also makes it possible to balance the air pressure on each side of the first element 12, in particular in the coupling zone 11, which makes it possible to preserve and make the mechanism of the braking device 5 more reliable, including when high rotation speeds of the rotor 7 are used. Preferably, the plurality of through holes 24 is uniformly distributed over a portion of the first electrically conductive element 12 which is intended to be located in the coupling zone 11, under the effect of centrifugal force, the remainder of the first electrically conductive element 12 possibly being devoid of such through holes.

Claims

Claims

1. A gravity transport system (1) comprising a carriage (2) designed to be able to descend along a guide line (3) by gravity, said carriage (2) carrying at least one roller (4) designed to roll on and along the guide line (3) in order to guide the descent of the carriage (2), said carriage (2) further carrying at least one braking device (5) which includes on the one hand a stator (6) and on the other hand a rotor (7) connected to said roller (4) so ​​that the rotation of the roller (4) rolling along the guide line (3) causes the rotation of said rotor (7) relative to the stator (6), said stator (6) and rotor (7) respectively carrying a first and a second coupling means (9, 10) designed to cooperate with each other by mechanical and / or magnetic coupling in a coupling zone (11) in order to brake the rotation of the roller (4),said transport system (1) being characterized in that it further comprises a cooling device for cooling the braking device (5), said cooling device including at least a first ventilation wheel (17) which is integral with the rotor (7) so that the rotation of said rotor (7) causes the rotation of said first ventilation wheel (17) in order to generate a first air flow (Fl) intended to cool the braking device (5).,

2. Gravity transport system (1) according to the preceding claim, characterized in that said cooling device comprises means for guiding said first air flow (F1) to direct the latter towards said coupling zone (11) where said mechanical and / or magnetic coupling is intended to occur.

3. System (1) for gravity transport according to the preceding claim characterized in that said means for guiding said first air flow (F1) include a housing (18) within which is housed at least the rotor (7), said housing (18) comprising at least a first suction inlet (19) and a discharge inlet (20) located respectively upstream and downstream of said coupling zone (11) in consideration of said first air flow (F1), said first ventilation wheel (17) being designed to suck in air coming from outside the housing (18) through said first suction inlet (19) and to discharge it out of the housing (18) through said discharge inlet (20).

4. Gravity transport system (1) according to the preceding claim, characterized in that said housing (18) comprises at least one face front (18A) arranged opposite the first ventilation wheel (17) so that the latter is interposed between the rotor (7) and the front face (18A), a cylindrical side wall (18B) which surrounds said first ventilation wheel (17), and a rear face (18C) arranged opposite the rotor (7) so that the latter is interposed between said front (18A) and rear (18C) faces, said first suction inlet (19) being arranged through said front face (18A).

5. Gravity transport system (1) according to any one of the preceding claims characterized in that said first ventilation wheel (17) is designed to provide centrifugal ventilation.

6. Gravity transport system (1) according to claims 4 and 5 characterized in that said discharge inlet (20) is provided through said cylindrical side wall (18B).

7. Transport system (1) according to the preceding claim, characterized in that said discharge inlet (20) is arranged in line with said coupling zone (11), so that the same plane passes through both the coupling zone (11) and the discharge inlet (20).

8. A gravity transport system (1) according to claim 6 or 7 characterized in that the cooling device includes at least one second ventilation wheel (21) which is integral with the rotor (7) so that the rotation of said rotor (7) causes the rotation of said second ventilation wheel (21) in order to generate a second air flow (F2) intended to cool the braking device, said second ventilation wheel (21) being designed to provide centrifugal ventilation, said first and second ventilation wheels (17, 21) being arranged on either side of the rotor (7) so that the latter is interposed between them, said housing comprising at least one second suction inlet (22) formed through said rear face (18C),said second ventilation wheel (21) being designed to suck air from outside the housing (18) through said second suction inlet (22) and to discharge it out of the housing (18) through said discharge inlet (20).,

9. Gravity transport system (1) according to claim 4 characterized in that said first ventilation wheel (17) is designed to provide axial ventilation, said discharge inlet (20) being provided through said rear face (18C).

10. Gravity transport system (1) according to any one of the preceding claims, characterized in that said first and second coupling means (9, 10) are designed to cooperate with each other by magnetic coupling, said first coupling means (9) including a set of permanent magnets (90) arranged in a ring to generate a magnetic field in said coupling zone (11), while said second coupling means (10) includes at least one first electrically conductive element (12), said magnetic field being designed to exert a contactless braking force on said first electrically conductive element (12) when the latter passes through the magnetic field.

11. Gravity transport system (1) according to the preceding claim, characterized in that said rotor (7) is mounted to rotate about an axis of rotation (X-X') relative to the stator (6), said first electrically conductive element (12) being mounted to move relative to said rotor (7) between on the one hand a retracted position, in which said first electrically conductive element (12) is elastically returned, so that it is separated from said axis of rotation (X-X') by a predetermined distance, and on the other hand at least one deployed position in which it is separated from said axis of rotation (X-X') by a distance greater than said predetermined distance, in order to reach said coupling zone (H).

12. Gravity transport system (1) according to the preceding claim, characterized in that said first electrically conductive element (12) is mounted to slide radially, relative to the rotor (7), between its retracted and deployed positions.

13. Gravity transport system (1) according to any one of claims 10 to 12, characterized in that said first electrically conductive element (12) is pierced with a plurality of regularly distributed through holes (24).

14. Gravity transport system (1) according to any one of the preceding claims, characterized in that said braking device (5) includes a transmission shaft (8) which connects said rotor (7) to said roller (4), said rotor (7) comprising at least a first plate (70), while said ventilation wheel (17) comprises blades (170) carried by said first plate (70).

15. Gravity transport system (1) according to any one of the preceding claims, characterized in that it comprises said guide line (3).

16. Gravity transport system (1) according to the preceding claim, characterized in that said guide line (3) comprises a rail rigid tubular, so that said gravity transport system forms a recreational zip line system with turns.

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