Aerial cable transport installation equipped with slowdown tires

Abstract

The aerial transport installation comprises a towing cable; vehicles each comprising a disengageable coupling device (6); a movement system (18) configured to move vehicles disengaged from the towing cable and comprising a slowing device (21) configured to slow the vehicles along a slowing trajectory. The slowing device (21) comprises slowing tires (22) rotationally coupled to each other and configured to cooperate with the disengageable coupling devices (6) belonging to the disengaged vehicles, and a drive device (23) configured to rotate the slowing tires (22) at the same rotational speed which is variable. Figure 5

Description

Title of the invention: Aerial cable transport installation equipped with slowing tires Technical field

[0001] The present invention relates to an aerial transport installation using a towing cable. State of the art

[0002] An aerial transport installation by hauling cable comprises in a known manner:

[0003] - two end stations, and possibly intermediate stations arranged between the two end stations,

[0004] - a closed-loop towing cable defining a forward path and a return path,

[0005] - vehicles configured to be coupled to the towing cable, by means of of disengageable coupling devices, so as to be moved by the hauling cable between the end stations and along the outward and return tracks, and

[0006] - two movement systems each arranged in an end station respective, each movement system being configured to move the vehicles into the respective end station when these vehicles are disengaged from the towing cable.

[0007] Each travel system includes a slowing device configured to slow vehicles disconnected from the towing cable to allow passengers to board or disembark from the vehicles, and an accelerating device configured to accelerate previously slowed vehicles so that they can be recoupled to the towing cable.

[0008] In a known manner, the slowing down device and the accelerating device are respectively provided with slowing down tires and accelerating tires configured to cooperate with drive elements, such as friction pads, provided on disengageable coupling devices belonging to the disengaged vehicles so as to respectively slow down and accelerate the latter.

[0009] As described in document EP2441638, the slowing device may for example be provided with:

[0010] - of a movement transformation mechanism comprising two rollers drive rollers configured to be rotated by the towing cable, two return rollers and a transmission belt coupled to the drive rollers, the return rollers and one of the slowing tires, the motion transformation mechanism being configured to transform a movement of the towing cable into a rotational movement of said slowing tire,

[0011] - a plurality of pairs of drive pulleys, each pair of pulleys drive being associated with a respective retarder tire and comprising a drive pulley of a first diameter and a drive pulley of a second diameter different from the first diameter, and

[0012] - a plurality of drive belts, each drive belt being respectively coupled to a drive pulley of a first diameter associated with a respective first retarder tire and to a drive pulley of a second diameter associated with a respective second retarder tire which is adjacent to the respective first retarder tire.

[0013] Such a configuration of the slowing device, which is controlled by the towing cable, ensures a progressive slowing of a vehicle along a slowing trajectory.

[0014] However, such a slowing device is complex and has a high manufacturing cost.

[0015] Furthermore, when transferring a vehicle, disengaged from the towing cable, from a retarder tire to the adjacent retarder tire located downstream, one of the retarder tires is forced to slide on the drive element belonging to said vehicle due to the fact that the two adjacent retarder tires are rotated at different rotational speeds. However, such repeated slips lead to rapid wear of the retarder tires and therefore require frequent replacement of the numerous retarder tires, which further increases the costs of the air transport installation. Furthermore, such slips are an additional source of noise for the air transport installation. Summary of the invention

[0016] The present invention aims to remedy these drawbacks.

[0017] The technical problem underlying the invention therefore consists of providing an air transport installation which is of simple, reliable and economical structure.

[0018] To this end, the present invention relates to an aerial transport installation by towing cable, comprising:

[0019] - a towing cable,

[0020] - vehicles each comprising a disengageable coupling device configured to be coupled to the towing cable,

[0021] - a movement system arranged in a station of the transport installation overhead and configured to move the vehicles along a travel path when the vehicles are disengaged from the towing cable, the travel system comprising a slowing device configured to slow down, along a slowdown trajectory forming in part the travel trajectory of vehicles disengaged from the towing cable, the slowdown device comprising: • retarder tires, preferably identical, arranged along the retarder path and rotationally coupled to each other, the retarder tires being configured to cooperate with the disengageable coupling devices belonging to the disengaged vehicles, and • a drive device configured to rotate the retarder tires at the same rotation speed which is variable.

[0022] Such a configuration of the slowing device makes it possible to considerably limit the slippage of the slowing tires on the disengageable coupling devices, in particular when transferring a vehicle from a slowing tire to an adjacent slowing tire, and therefore to significantly reduce the wear of the slowing tires and their replacement, but also to know precisely the position of the vehicles in the movement system.

[0023] In addition, such a configuration of the slowing device ensures a better transfer of friction forces to the disengageable coupling device of a vehicle, and thus a more effective slowing of the latter.

[0024] The movement system may further have one or more of the following characteristics, taken alone or in combination.

[0025] According to one embodiment of the invention, the disengageable coupling devices and the retarding tires are configured such that each disengageable coupling device, moved along the retarding path, is always in contact with at least two retarding tires regardless of the position occupied by said disengageable coupling device along the retarding path. These arrangements ensure even better transfer of friction forces to the disengageable coupling device of a vehicle, and thus even more effective retarding of the latter.

[0026] According to one embodiment of the invention, the slowing tires have identical diameters.

[0027] According to one embodiment of the invention, the disengageable coupling device of each vehicle comprises a drive element, such as a drive shoe or a drive cross member, configured to cooperate with the slowdown tires, the drive elements and the slowdown tires being configured such that each drive element, of a disengageable coupling device moved along the slowdown path, is always in contact with at least two slowdown tires regardless of the position occupied by said disengageable coupling device along the slowdown path.

[0028] According to one embodiment of the invention, each drive element is elongated and has a length greater than twice the diameter of a retarder tire.

[0029] According to one embodiment of the invention, each drive element has a length greater than or equal to the sum of the distance separating two adjacent slowdown tires and twice the diameter of a slowdown tire.

[0030] According to one embodiment of the invention, the movement system comprises a support rail configured to support and guide rollers provided on the disengageable coupling device of a vehicle during movement of said vehicle along the movement path.

[0031] According to one embodiment of the invention, the support rail comprises at least one slowing-down section which extends below the slowing-down tires and along the slowing-down path, the slowing-down section being inclined upwards and having an upstream end and a downstream end which is raised relative to the upstream end. Such a configuration of the support rail makes it possible to combine slowing-down by gravity and mechanical slowing-down of a disengaged vehicle along the slowing-down path, and therefore to reduce the electrical consumption of the transport installation according to the present invention.

[0032] According to one embodiment of the invention, each drive element extends substantially parallel to the slowing-down section when the rollers of the respective disengageable coupling device rest on the slowing-down section.

[0033] According to one embodiment of the invention, the slowing down section is rectilinear.

[0034] According to one embodiment of the invention, the slowing device comprises drive belts configured to rotationally couple the slowing tires to each other.

[0035] According to one embodiment of the invention, each retarder tire is attached to and supported by a respective rotary support shaft which extends substantially horizontally and transversely to the retarder path, each rotary support shaft being equipped with two drive pulleys of identical diameters and extending coaxially to the respective retarder tire, the two drive pulleys, equipping the same rotary support shaft, being respectively coupled to a drive pulley equipping an adjacent rotary support shaft located upstream via a drive belt and to a drive pulley equipping an adjacent rotary support shaft located downstream via a drive belt.

[0036] According to one embodiment of the invention, the drive device comprises at least one variable speed drive motor which is rotationally coupled to the slowing tires and which is configured to rotate the slowing tires at the same rotational speed which is variable.

[0037] According to one embodiment of the invention, the movement system comprises an electronic control unit configured to control the drive device as a function of the position of a vehicle along the slowing down trajectory.

[0038] According to one embodiment of the invention, the electronic control unit comprises an electronic card integrating a microprocessor, and may for example be a central unit of a computer.

[0039] According to one embodiment of the invention, the electronic control unit is configured to control the drive device such that the rotational speed of the deceleration tires gradually decreases during movement of a vehicle along the deceleration path.

[0040] According to one embodiment of the invention, the slowing device comprises:

[0041] - several groups of slowing tires arranged along the trajectory retarding, the retarding tires belonging to the same group being rotationally coupled to each other and being configured to retard a disengaged vehicle along a respective section of the retarding path, and

[0042] - several drive devices each associated with a group of tires of respective slowdown, each drive device being configured to rotate the respective slowdown tires at the same rotational speed which is variable.

[0043] According to one embodiment of the invention, the electronic control unit is configured to control the drive devices in such a way that, when a vehicle is transferred from one group of slowing tires to another group of slowing tires, the rotational speeds of the slowing tires belonging to the two groups of slowing tires are substantially identical.

[0044] According to one embodiment of the invention, each drive element comprises a plurality of notches configured to cooperate with the slowing tires.

[0045] According to one embodiment of the invention, the movement system comprises an acceleration device configured to accelerate, along an acceleration trajectory partly forming the movement trajectory, vehicles disengaged from the towing cable, the acceleration device comprising:

[0046] - acceleration tires arranged along the acceleration path and coupled in rotation with each other, the acceleration tires being configured to cooperate with the disengageable coupling devices belonging to the disengaged vehicles,

[0047] - an additional drive device configured to drive the acceleration tires at the same rotation speed which is variable.

[0048] According to one embodiment of the invention, the disengageable coupling devices and the acceleration tires are configured such that each disengageable coupling device, moved along the acceleration path, is always in contact with at least two acceleration tires regardless of the position occupied by said disengageable coupling device along the acceleration path.

[0049] According to one embodiment of the invention, each disengageable coupling device comprises a first clamping jaw and a second clamping jaw mounted to move relative to the first clamping jaw between a clamping position in which the first and second clamping jaws are configured to grip the towing cable and a release position in which the first and second clamping jaws are configured to release the towing cable.

[0050] According to one embodiment of the invention, each disengageable coupling device comprises an actuating lever configured to actuate a movement of the second clamping jaw between the clamping and release positions, the actuating lever being mounted to move between a first lever position in which the respective second clamping jaw is in the clamping position, and a second lever position in which the respective second clamping jaw is in the release position.

[0051] According to one embodiment of the invention, the movement system comprises at least one disengagement rail extending along an upstream portion of the slowing down path, the disengagement rail being configured to cooperate with a disengagement / clutch element mounted on the actuating lever of a disengageable coupling device so as to cause a movement of said actuating lever towards the second lever position.

[0052] According to one embodiment of the invention, the movement system comprises at least one clutch rail extending along a downstream portion of the acceleration trajectory, the clutch rail being configured to cooperate with the clutch / disengagement element mounted on the actuating lever of a disengageable coupling device so as to cause a movement of said actuating lever towards the first lever position. Brief description of the figures

[0053] In any case, the invention will be better understood with the aid of the description which follows with reference to the appended schematic drawings representing, by way of non-limiting example, an embodiment of this air transport installation.

[0054] [Fig-1] is a schematic top view of an air transport facility by traction cable according to the invention.

[0055] [Fig.2] is a perspective view of a displacement system belonging to the air transport facility of [Fig.l].

[0056] [Fig.3] is a side view of the movement system of [Fig.2].

[0057] [Fig.4] is a partial perspective view of a slowing device belonging to the displacement system of [Fig.2].

[0058] [Fig.5] is a partial perspective view of the slowing device of the [Fig.4],

[0059] [Fig.6] is a view, on an enlarged scale, of a detail of [Fig.3].

[0060] [Fig.7] is a perspective view of a disengageable coupling device of the air transport facility of [Fig.l].

[0061] [Fig.8] is a side view of the disengageable coupling device of [Fig.7]. Detailed description

[0062] Figures 1 to 8 represent an aerial transport installation 2 by hauling cable.

[0063] As shown more particularly in [Fig.l], the aerial transport installation 2 comprises in particular stations 3, for example two in number, a hauling cable 4, in a closed loop and defining an outward track and a return track, and a plurality of vehicles 5, such as cable cars or chairlifts, configured to be coupled to the hauling cable 4 so as to be moved by the latter between the stations 3 and along the outward and return tracks. It should be noted that the hauling cable 4 may advantageously be a carrier-hauling cable, that is to say a carrier cable arranged to support the vehicles 5 during their movements between the stations 3.

[0064] As shown more particularly in [Fig.7], each vehicle 5 comprises in particular a disengageable coupling device 6, also called a disengageable coupling clamp, configured to couple the respective vehicle 5 to the towing cable 4.

[0065] Each disengageable coupling device 6 comprises a main body 7 connected to a hanger (not shown in the figures) supporting the respective vehicle 5. Each disengageable coupling device 6 also comprises a first clamping jaw 8 mounted fixedly relative to the respective main body 7, and a clamping element 9 comprising a second clamping jaw 11, the clamping element 9 being mounted articulated on the respective main body 7 between a clamping position in which the respective first and second clamping jaws 8, 11 are configured to clamp the towing cable 4 such that the respective vehicle 5 can be moved by the towing cable 4, and a release position in which the respective first and second clamping jaws 8, 11 are configured to release the towing cable 4. Each clamping element 9 is in particular moved into the release position at the entrance to a station 3 in order to ensure a disengagement of the respective vehicle 5, and thus a disconnection of the respective vehicle 5 from the towing cable 4, and is moved into the clamping position at the exit from a station 3 in order to ensure a connection of the respective vehicle 5 to the towing cable 4.

[0066] Each disengageable coupling device 6 also comprises an actuating lever 12 configured to actuate a movement of the respective clamping element 9 between the clamping and release positions. The actuating lever 12 of each disengageable coupling device 6 is hingedly mounted on the respective main body 7 between a first lever position in which the respective clamping element 9 is in the clamping position, and a second lever position in which the respective clamping element 9 is in the release position. Each disengageable coupling device 6 also comprises a clutch / release roller 13 rotatably mounted on the respective actuating lever 12, the operation of which will be explained below.

[0067] Each disengageable coupling device 6 also comprises rollers 15 mounted rotatably on the respective main body 7, and a drive element 16, for example a driving shoe or crosspiece, comprising a plurality of notches 17. Each drive element 16 is elongated and extends substantially parallel to a longitudinal direction of the respective disengageable coupling device 6. The functions of the rollers 15 and of the drive element 16 will also be explained below.

[0068] The air transport installation 2 further comprises movement systems 18 each arranged in a respective station 3. Each movement system 18 is more particularly configured to move vehicles 5, disengaged from the towing cable 4, in the respective station 3 and along a movement path.

[0069] Each movement system 18 comprises in particular a support rail 19 configured to support and guide the rollers 15 provided on the disengageable coupling device 6 of a vehicle 5 during movement of said vehicle 5 along the movement path.

[0070] As shown in particular in [Fig. 2], each movement system 18 also comprises a slowing device 21 configured to slow down, along a slowing down trajectory TR forming in part the movement trajectory, vehicles 5 disengaged from the towing cable 4, so that passengers can board or disembark vehicles 5 slowed down in an area boarding / disembarking arranged in the respective station 3 and downstream of the respective slowing device 21. It should be noted that the slowing trajectory TR can be substantially rectilinear.

[0071] Each slowing device 21 comprises several groups G, for example two in number, of slowing tires 22 arranged along the slowing trajectory TR. The slowing tires 22 belonging to the different groups are configured to cooperate with the drive elements 16 belonging to the disengageable coupling devices 6, and more particularly with the notches 17 provided on the drive elements 16, so as to slow down the vehicles 5 disengaged from the towing cable 4.

[0072] The slowdown tires 22 belonging to the same group G are arranged along the slowdown trajectory TR, are rotationally coupled to each other and are configured to slow down a vehicle 5 along a respective section of the slowdown trajectory TR. Advantageously, the slowdown tires 22 belonging to the same group G are identical, and have identical diameters.

[0073] The support rail 19 more particularly comprises slowing-down sections T which each extend below the slowing-down tires 22 of a respective group G and along the slowing-down path TR. Advantageously, each slowing-down section T is substantially rectilinear, and each drive element 16 extends substantially parallel to a slowing-down section T when the rollers 15 of the respective disengageable coupling device 6 rest on said slowing-down section T.

[0074] According to the embodiment shown in the figures, at least one of the slowing down sections T, and for example each of the slowing down sections T, is inclined upwards and has an upstream end and a downstream end which is raised relative to the upstream end. Each slowing down section T may have a constant inclination or an inclination which varies, and for example which increases or decreases, between the respective upstream end and the respective downstream end.

[0075] As shown more particularly in [Fig. 6], the drive elements 16 and the slowing tires 22 are more particularly configured such that the drive element 16, of a disengageable coupling device 6 moved along the slowing trajectory TR, is always in contact with at least two adjacent slowing tires 22 regardless of the position occupied by said disengageable coupling device 6 along the slowing trajectory TR. For this purpose, each drive element 16 has a length greater than twice the diameter of a slowing tire 22, and for example greater than or equal to to the sum of the distance separating two adjacent 22 speed bump tires and twice the diameter of one 22 speed bump tire.

[0076] Each slowing device 21 further comprises several drive devices 23 each associated with a group G of respective slowing tires 22. Each drive device 23 is configured to rotate the respective slowing tires 22 at the same rotational speed which is variable.

[0077] According to the embodiment shown in the figures, each deceleration tire 22 is fixed to and supported by a respective rotary support shaft 25 which extends substantially horizontally and transversely to the deceleration trajectory TR. Each rotary support shaft 25 is more particularly equipped with two drive pulleys 26 of identical diameters and extending coaxially to the respective deceleration tire 22, i.e. fixed to the respective rotary support shaft 25.For all the rotating support shafts 25 associated with the slowdown tires 22 of the same group with the exception of the rotating support shafts 25 located at the two ends of the respective section, the two drive pulleys 26, equipping the same rotating support shaft 25, are respectively coupled to a drive pulley 26 associated with an adjacent slowdown tire 22 located upstream by means of a drive belt 27 and to a drive pulley 26 associated with an adjacent slowdown tire 22 located downstream by means of a drive belt 27.

[0078] The drive pulleys 26 and the drive belts 27 associated with the slowing tires 22 of the same group G partly form the drive device 23 associated with such a group G.

[0079] Each drive device 23 further comprises at least one variable speed drive motor 28, and for example a variable speed electric motor, which is configured to rotate the respective slowing tires 22 at the same rotational speed which is variable.

[0080] According to the embodiment shown in the figures, each variable speed drive motor 28 is rotationally secured to a pulley 29 extending coaxially to the output shaft of said variable speed drive motor 28, and is rotationally coupled to one of the respective retarder tires 22 by means of a transmission belt 31 coupling said pulley 29 to one of the drive pulleys 26 associated with said retarder tire 22.

[0081] Advantageously, each slowing device 21 also comprises tensioning devices 32 configured to tension the different drive belts 27.

[0082] Each movement system 18 further comprises an electronic control unit 33 configured to control the respective drive devices 23 as a function of the position of a vehicle 5 along the respective slowing-down trajectory TR. Advantageously, the electronic control unit 33 comprises an electronic card integrating a microprocessor, and may for example be a central unit of a computer.

[0083] The electronic control unit 33 is more particularly configured to control each drive device 23 in such a way that the rotational speed of the respective slowdown tires 22 gradually decreases during a movement of a vehicle 5 along the respective slowdown section T. Advantageously, the electronic control unit 33 is configured to control the drive devices 23 in such a way that, when a vehicle 5 is transferred from one group G of slowdown tires 22 to another group G of slowdown tires 22, the rotational speeds of the slowdown tires 22 belonging to the two groups G of slowdown tires 22 are substantially identical.

[0084] The electronic control unit 33 may for example be configured to control the drive devices 23 in such a way that the travel speed of a vehicle 5, disengaged from the towing cable 4, decreases along the slowing down trajectory TR from a travel speed of between 5 and 7 ms 1 to a travel speed of less than 1.5 ms ', and for example between 0.3 and 1.2 ms '.

[0085] When a movement system 18 comprises only two groups G of retarder tires 22, and therefore two drive devices 23, the electronic control unit 33 can for example be configured to control the two drive devices 23 in such a way that:

[0086] - as soon as a vehicle 5 transferred to the first group G of slowing tires 22 is disengaged from the towing cable 4, the speed of movement of the vehicle 5 gradually decreases to a value between 2.5 and 3.5 ms', and for example approximately 3 ms', and this so as to slow down the vehicle 5 along a first section of the movement path TR;

[0087] - when transferring the vehicle 5 from the first group G of slowing tires 22 to the second group G of retarder tires 22, that is to say when the vehicle 5 is simultaneously in contact with a retarder tire 22 of the first group G and a retarder tire 22 of the second group G, the rotational speeds of the retarder tires 22 of the first and second groups G are identical;

[0088] - as soon as the vehicle 5 is transferred to the second group G, that is to say when it is not more in contact with the slowdown tires 22 of the first group G, the speed of displacement of the vehicle 5 gradually decreases to a value less than 1.5 ms', and for example between 0.3 and 1.2 ms', and this in such a way as to slow down the vehicle 5 along a second section of the displacement trajectory TR, in order to allow passengers to embark or disembark from the slowed vehicle 5.

[0089] As shown in [Fig.l], each movement system 18 further comprises an acceleration device 36 configured to accelerate, along an acceleration trajectory, vehicles 5 disengaged from the traction cable 4 and previously slowed down by the respective slowing down device 21, so that the vehicles 5 can be coupled again to the traction cable 4.

[0090] Each acceleration device 36 comprises in particular:

[0091] - groups of acceleration tires 37 arranged along the trajectory acceleration and configured to cooperate with the drive elements 16 belonging to the disengageable coupling devices 6, so as to accelerate the vehicles 5 disengaged from the towing cable 4, and

[0092] - additional drive devices 38 each associated with a group of respective slowing tires, each additional drive device 38 being configured to rotate the respective accelerating tires 37 at the same rotational speed which is variable.

[0093] It should be noted that the acceleration device 36 is not described in detail since the latter is similar to the respective deceleration device 21, apart from the fact that it accelerates the vehicles 5 in preparation for their connection to the towing cable 4.

[0094] Each movement system 18 further comprises a disengagement rail (not shown in the figures) extending along an upstream portion of the deceleration trajectory TR. Each disengagement rail is configured to cooperate with the disengagement / clutch roller 13 of the disengageable coupling device 6 of a vehicle 5 so as to cause a movement of the respective actuating lever 12 to the second lever position, and therefore a movement of the respective first and second clamping jaws 8, 11 into their release position, in order to allow disengagement of this vehicle 5 from the towing cable 4.

[0095] Each movement system 18 also comprises a clutch rail (not shown in the figures) extending along a downstream portion of the acceleration path. Each clutch rail is configured to cooperate with the clutch / release roller 13 of the disengageable coupling device 6 of a vehicle 5 so as to cause a movement of the respective actuating lever 12 towards the first lever position, and therefore a movement of the respective first and second clamping jaws 8, 11 towards their clamping position, in order to allow a coupling of this vehicle 5 to the towing cable 4.

[0096] As goes without saying, the invention is not limited to the single embodiment of this air transport installation, described above as an example; on the contrary, it encompasses all the variant embodiments.

Claims

Claims

1. Aerial transport installation (2) by hauling cable, comprising: - a hauling cable (4), - vehicles (5) each comprising a disengageable coupling device (6) configured to be coupled to the hauling cable (4), - a movement system (18) arranged in a station (3) of the aerial transport installation (2) and configured to move the vehicles (5) along a movement path when the vehicles (5) are disengaged from the hauling cable (4), the movement system (18) comprising a slowing device (21) configured to slow down, along a slowing down path (TR) forming part of the movement path, vehicles (5) disengaged from the hauling cable (4), the slowing down device (21) comprising: • slowing down tires (22) arranged along the slowing down path (TR) and coupled in rotation to each other,the slowdown tires (22) being configured to cooperate with the disengageable coupling devices (6) belonging to the disengaged vehicles, and • a drive device (23) configured to rotate the slowdown tires (22) at the same rotation speed which is variable.,

2. An air transport installation (2) according to claim 1, wherein the disengageable coupling devices (6) and the deceleration tires (22) are configured such that each disengageable coupling device (6), moved along the deceleration trajectory (TR), is always in contact with at least two deceleration tires (22) regardless of the position occupied by said disengageable coupling device (6) along the deceleration trajectory (TR).

3. An air transport installation (2) according to claim 2, wherein the disengageable coupling device (6) of each vehicle (5) comprises a drive element (16) configured to cooperate with the retarder tires (22), the drive elements (16) and the retarder tires (22) being configured such that each drive element (16), of a disengageable coupling device (6) moved along the slowing down trajectory (TR), is always in contact with at least two slowing down tires (22) regardless of the position occupied by said disengageable coupling device (6) along the slowing down trajectory (TR).

4. An air transport installation (2) according to claim 3, wherein each drive element (16) is elongated and has a length greater than twice the diameter of a retarder tire (22).

5. An air transport installation (2) according to any one of claims 1 to 4, wherein the movement system (18) comprises a support rail (19) configured to support and guide rollers (15) provided on the disengageable coupling device (6) of a vehicle (5) during movement of said vehicle (5) along the movement path.

6. An air transport facility (2) according to claim 5, wherein the support rail (19) comprises at least one slowing-down section (T) which extends below the slowing-down tires (22) and along the slowing-down trajectory (TR), the slowing-down section (T) being inclined upwards and having an upstream end and a downstream end which is raised relative to the upstream end.

7. An air transport installation (2) according to any one of claims 1 to 6, wherein the retarding device (21) comprises drive belts (27) configured to rotationally couple the retarding tires (22) to each other.

8. An air transport installation (2) according to claim 7, wherein each retarder tire (22) is fixed to and supported by a respective rotary support shaft (25) which extends substantially horizontally and transversely to the retarder trajectory (TR), each rotary support shaft (25) being equipped with two drive pulleys (26) of identical diameters and extending coaxially with the respective retarder tire (22), the two drive pulleys (26), equipping a same rotary support shaft (25), being respectively coupled to a drive pulley (26) equipping an adjacent rotary support shaft (25) located upstream via a drive belt (27) and to a drive pulley (26) equipping a support shaft adjacent rotary (25) located downstream via a drive belt (27).

9. An air transport installation (2) according to any one of claims 1 to 8, wherein the drive device (23) comprises at least one variable speed drive motor (28) which is rotationally coupled to the retarder tires (22) and which is configured to rotate the retarder tires (22) at a same rotational speed which is variable.

10. An air transport installation (2) according to any one of claims 1 to 9, wherein the movement system (18) comprises an electronic control unit (33) configured to control the drive device (23) as a function of the position of a vehicle (5) along the slowdown trajectory (TR).

11. Air transport installation (2) according to any one of claims 1 to 10, wherein the slowing device (21) comprises: - several groups (G) of slowing tires (22) arranged along the slowing trajectory (TR), the slowing tires (22) belonging to the same group (G) being rotationally coupled to each other and being configured to slow down a vehicle (5), disengaged from the towing cable (4), along a respective section of the slowing trajectory (TR), and - several drive devices (23) each associated with a respective group (G) of slowing tires (22), each drive device (23) being configured to rotate the respective slowing tires (22) at the same rotational speed which is variable.

12. An air transport facility (2) according to claims 10 and 11, wherein the electronic control unit (33) is configured to control the drive devices (23) such that, when a vehicle (5) is transferred from one group of retarder tires (22) to another group (G) of retarder tires (22), the rotational speeds of the retarder tires (22) belonging to the two groups (G) of retarder tires (22) are substantially identical.

13. An air transport facility (2) according to any one of claims 1 to 12, wherein the movement system (18)

14. comprises an acceleration device (36) configured to accelerate, along an acceleration trajectory partly forming the movement trajectory, vehicles (5) disengaged from the towing cable (4), the acceleration device (36) comprising: • acceleration tires (37) arranged along the acceleration path and rotationally coupled to each other, the acceleration tires (37) being configured to cooperate with the disengageable coupling devices (6) belonging to the disengaged vehicles, • an additional drive device (38) configured to rotate the acceleration tires (37) at the same rotation speed which is variable. An air transport installation (2) according to claim 13, wherein the disengageable coupling devices (6) and the acceleration tires (37) are configured such that each disengageable coupling device (6), moved along the acceleration path, is always in contact with at least two acceleration tires (37) regardless of the position occupied by said disengageable coupling device (6) along the acceleration path.

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