WO2015071573A2 - Device for fastening a vehicle to a drive device of a transport line - Google Patents

Abstract

The present invention relates to a device (1) for fastening a vehicle (4) to a drive device (30) of a transport line (L), comprising a first fastener (10) and a second fastener (20), each comprising drive means for selectively securing the first fastener (10) and the second fastener (20), respectively, to a drive device (30) of the transport line, and also relates to a system for transporting people, comprising such a fastening device.

Description

 Device for attaching a vehicle to a driving device of a transmission line

The present invention relates to the field of passenger transport. More specifically, the present invention relates to a device for attaching a vehicle to a drive device of a transmission line and a passenger transport system for example for mountain transport or urban.

 It is known to have passenger transport systems comprising a cable-type aerial cable drive device.

 The cable run defines the transport line of the transport system.

 This transport system generally comprises a plurality of vehicles connected to a driving device, in particular a towing cable by a fastening device.

 The towing cable is mobile and its travel speed generally defines the cruising speed of the vehicles along the entire transport line.

 The vehicles can be supported by fastening devices supported on the towing cable itself or on a dedicated fixed towing cable.

 These different cables are supported by pylons arranged punctually along the transmission line.

 Tractor cables are driven by return pulleys generally disposed at the ends of the transmission line.

 At the ends of the transmission line or the passage of stations arranged along the transmission line are generally arranged embarkation / disembarkation areas in one or vehicles.

 Mainly in urban transit, additional direction change stations may also be arranged along the transmission line.

 In these loading / unloading and / or change of direction areas, the speed of vehicles should be reduced in order to facilitate the boarding or disembarking of persons and / or to follow the change of direction by limiting the centrifugal effects.

Classically, the most efficient people transport systems in mountain or urban context including one or more cables tractors or one or more cables both tractors and carriers comprise disengageable attachment devices to find the best compromise between journey cruising speed and speed in the loading / unloading areas.

 It is known from EP 0 928 731 to have such a disengageable attachment device.

 This attachment device comprises a fastener having two modes of operation.

 In a first mode of operation in which the fastener is closed, the vehicle is coupled to the cable (s) which provides (s) the traction function at the cruising speed of travel along the transmission line. .

 At the crossings in the stations but also at the crossings of the return end pulleys, the vehicles must have a reduced speed.

 In a second mode of operation, the vehicles are decoupled from the tractive cable or cables by mechanical opening of the disengageable fastener and supported by a guiding and driving system of the station.

 This guide and drive system comprises a succession of motorized traction wheels, the first of which allow the vehicle to decelerate to a reduced speed and the latter allow the vehicle to accelerate to give it a speed substantially equal to the cruising speed of travel of the cable or cables that provide the traction function.

 This speed adjustment makes it possible to connect the fastener to the traction cable or cables at the exit of the station.

 However, such a guidance and training system must be installed at each station.

 Such a system may therefore be suitable in mountain or urban transport comprising only two stations located at the ends of the transport line at the return pulleys, but is not suitable for mountain or urban transport serving a plurality of stations arranged. between these same return pulleys ends.

This plurality of stations is particularly necessary in the case of urban transport where it is crucial to multiply boarding / disembarking areas of the "stop" or "station" type, like a bus or metro line. However, the need for a heavy facility at each station to provide speed management in the low speed portion is an important limitation to the development of urban transportation.

 This constraint also makes it difficult to implement transport lines with turns since each change of direction requires a reduced speed and therefore the same logistics.

 The present invention aims to solve all or part of the disadvantages mentioned above by bringing together around the same inventive concept a fastening device and a transport system comprising the attachment device.

 For this purpose, the subject of the present invention is a device for attaching a vehicle to a drive device of a transport line, comprising:

 a first fastener comprising:

 a first operating state in which the vehicle is intended to be secured to a first driving element of the transmission line, and

 a second operating state in which the vehicle is intended to be disengaged from the first drive element of the transmission line, and

 a second fastener comprising:

 a first operating state in which the vehicle is intended to be secured to a second driving element of the transmission line, and

 a second operating state in which the vehicle is intended to be disengaged from the second drive element of the transmission line,

 the fastening device being arranged to selectively bring:

 the first attachment to its first operating state and the second attachment to its second operating state, or

 - The first attachment to its second operating state and the second attachment to its first operating state.

This arrangement allows each of the two attachments of the attachment device in its first operating state to provide both a traction function on the drive device and a function of levitation and guiding the vehicle along. a transmission line, and at each of the two fasteners in its second operating state to ensure a lift function and additional guidance of the vehicle along the same transport line.

 Advantageously, the first fastener is brought to its first operating state and the second fastener is brought to its second operating state when the vehicle is in a first portion of the transport line, and the first fastener is brought to its second state of operation. operation and the second attachment is brought to its first operating state when the vehicle is in a second portion of the transmission line different from the first portion.

 According to one aspect of the invention, the first fastener and the second fastener comprise progressive clutching means arranged to manage the progressivity of the clamping force on the driving device of one of the first and second fasteners at the same time as loosening the other of the first and second fasteners.

 This arrangement makes it possible to move from one element of the driving device to another thanks to the friction clutch principle, and thus to progressively manage the transition phases accompanied by a gear change.

 According to one aspect of the invention, the attachment device comprises:

 means for controlling the operating state of the first fastener and the second fastener, and

 - Control means intended to be embedded in the vehicle or external arranged along the transmission line, arranged to actuate the control means.

 This arrangement makes it possible to define different sections of the transmission line during which the first and second fasteners change their operating state.

 According to one embodiment of the invention, the first fastener comprises two lateral gripping members intended to be arranged on either side of the first driving element, the two lateral gripping members of the first fastener being movable between a first position defining the first operating state of the first fastener and a second position defining the second operating state of the first fastener.

According to one embodiment of the invention, each lateral gripping member of the first fastener is rotatably mounted around a respective shaft intended to extend transversely to the extension direction of the first fastener. driving element. For example, each shaft associated with a lateral clamping member of the first fastener is rotatably mounted about an axis of rotation between a first position in which the respective lateral pinch member is able to exert a pinch force on the first driving member and a second position in which the respective lateral pinch member is adapted to allow relative movement between the first drive member and said lateral pinch member.

 According to one embodiment of the invention, the lateral gripping members of the first fastener are intended to suspend and guide the vehicle on the first driving element of the driving device.

 According to one embodiment of the invention, the first fastener is configured such that, in their first position, the lateral gripping members of the first fastener are in contact with the first driving element for more than 50% of the first fastener. circumference of the first driving element.

 According to another embodiment of the invention, the first attachment comprises:

 a main pulley for suspending and guiding the vehicle on the first driving element of the driving device of the transmission line, and

 - Two lateral counter-pulleys disposed on either side of the main pulley and movable between a first position defining the first operating state of the first fastener and a second position defining the second operating state of the first fastener. According to such an embodiment of the invention, the two lateral counter-pulleys of the first attachment can thus form pinch members.

 According to one embodiment of the invention, the second fastener comprises two lateral gripping members intended to be arranged on either side of the second driving element, the two lateral gripping members of the second fastener being movable between a second first position defining the first operating state of the second fastener and a second position defining the second operating state of the second fastener.

According to one embodiment of the invention, each lateral clamping member of the second fastener is rotatably mounted around a respective shaft intended to extend transversely to the direction of extension of the second drive member. For example, each tree associated with an organ of lateral clamping of the second fastener is rotatably mounted about an axis of rotation between a first position in which the respective lateral gripping member is adapted to exert a gripping force on the second driving element and a second position wherein the respective lateral pinch member is adapted to allow relative movement between the second drive member and said lateral pinch member.

 According to one embodiment of the invention, the lateral clamping members of the second fastener are intended to suspend and guide the vehicle on the second driving element of the driving device.

 According to one embodiment of the invention, the second fastener is configured such that, in their first position, the lateral gripping members of the second fastener are in contact with the second driving element over more than 50% of the second fastener. circumference of the second driving element.

 According to another embodiment of the invention, the second attachment comprises:

 a main pulley intended to suspend the vehicle on the second driving element of the drive device of the transport line and comprising a cheek intended to guide the vehicle on the second element of the driving device of the transport line,

 - A lateral counter-pulley arranged facing the cheek and movable between a first position defining the first operating state of the second fastener and a second position defining the second operating state of the second fastener.

 According to one aspect of the invention, the cheek of the main pulley of the second fastener comprises a liner intended to come into contact with the second driving element.

 This arrangement makes it possible to improve the friction necessary for carrying out the clutch function when the second fastener changes from its second operating state to its first operating state.

 According to one embodiment of the invention, the main pulley of the first fastener and the main pulley of the second fastener have the same axis of rotation.

According to one embodiment of the invention, the main pulley of the first attachment and / or the main pulley of the second attachment comprise fittings arranged to make a tread on the transmission line. This arrangement makes it possible to have a wear member and to carry out and schedule a preventive maintenance operation at the end of a determined number of hours of use consisting of replacing only the linings of the main pulleys of the first and second pulleys. fasteners.

The present invention also relates to a passenger transport system intended for example for mountain or urban transport, comprising:

 a driving device disposed along a transport line and comprising a first endless drive element for driving a vehicle at a first speed along a fast section of the transport line, and a second an endless drive element contiguous on at least a portion of the transport line to the first endless drive element and for driving said vehicle at a second speed lower than the first speed along a slow section of said line transport,

 a levitation and guiding device comprising a fastening device as described above, and

 - At least one vehicle connected to the drive device by the levitation device and guide.

 These arrangements make it possible to continuously supply on at least one portion of the transmission line a source of "slow speed" via the second endless driving element contiguous on at least a portion of the transmission line to the first element. endless drive assuring the so-called "fast speed" cruising speed.

 Advantageously, the second driving element follows the first endless drive element over the entire transport line.

 Therefore, the motricity of the second endless drive member said "slow speed" on the transmission line can be centralized, for example from a main end station that can ensure in addition the motor of the first element endless drive says "fast speed".

 Thus, the management of the reduced speed portion does not have to be recreated at each landing / embarkation station but is instead available throughout the transmission line.

In the same way, the management of the deceleration and acceleration phases on either side of the reduced speed portions is no longer a function attached to a station but to the vehicle itself via a device lift and guiding the connecting device to the drive device. Consequently, the mechanics inherent to each station on the transmission line are reduced to the minimum, which makes it possible to limit the costs, and makes it possible to multiply the landing / boarding stations, or even to envisage temporary ones.

 According to one aspect of the invention, the first attachment of the attachment device is arranged to suspend and guide the vehicle on the first endless drive element when the vehicle is in a rapid section of the transmission line, and the second attachment of the attachment device is arranged to suspend and guide the vehicle on the second endless drive element when the vehicle is in a slow section of the transport line.

 According to one aspect of the invention, the levitation and guide device comprises an additional support member, said additional support member being arranged to cooperate with an additional guide member disposed in the slow section or sections of the line of support. transport, including sections with change of direction and / or return zones.

 This arrangement makes it possible to limit the stresses exerted, according to the embodiment concerned, on the cheek of the main pulley of the second fastener or on the corresponding gripping member of the second fastener during a change of direction of the vehicle. , in particular by opposing the effects of the tension of the second driving element in a turn.

 According to one aspect of the invention, the transmission line includes change of direction and / or return and / or boarding / disembarking areas included in slow sections of the transmission line.

 This arrangement makes it possible to slow down the vehicle during the passage of the change of direction and / or return and / or boarding / disembarking zones.

 According to one aspect of the invention, the turning zones comprise a main shift pulley for the second endless driving element and diverting and secondary shift pulleys for the first driving element without end, the diverting and secondary pulleys having an axis of rotation of inclination different to that of the main pulley.

Thus, in the case where the vehicle is slowed down for the passage of change of direction and / or return and / or boarding / unloading pulleys, the first endless drive element which does not perform the traction function can adopt a circuitous course so as not to interfere with the change of direction of the vehicle. According to one aspect of the invention, the change of direction and / or return zones comprise a fixed guide arranged to cooperate with the first fastener so as to collaborate with the guiding and lifting function of the vehicle.

 This arrangement makes it possible to give support to the first attachment of the attachment device during the passage of the change of direction or return zones.

 According to one aspect of the invention, the first and second endless driving elements are cables each forming a closed loop.

 In any case, the invention will be better understood from the description which follows, with reference to the attached schematic drawing showing, by way of non-limiting example, a system comprising a fastening device according to the invention.

 Figure 1 is a diagram illustrating the operation of a transport system in which a fastening device according to a first embodiment of the invention evolves in a fast section of a transport line.

 Fig. 2 is a diagram illustrating the operation of the transport system of Fig. 1 in which the attachment device is moving in a slow section of the transport line.

 Figure 3 is a profile diagram of the shifting pulleys according to a particular embodiment of a transport system according to the invention.

 FIG. 4 is a view from above of the change-over pulleys of FIG. 3.

 FIG. 5 is a diagram illustrating the operation of the transport system of FIGS. 3 and 4 in which the attachment device moves in a slow section comprising change-over pulleys.

 FIG. 6 is a functional block diagram of a particular application of the transport system according to the invention dedicated to urban transport.

 Fig. 7 is a diagram illustrating the operation of a transport system in which an attachment device according to a second embodiment of the invention is moving in a fast section of a transport line.

Fig. 8 is a diagram illustrating the operation of the transport system of Fig. 7 in which the attachment device is moving in a slow section of the transport line. As illustrated in FIGS. 1 and 2, a transport system 100 of persons intended for mountain or urban transport according to the invention comprises a driving device 30 arranged along a transport line L and a vehicle 4 connected to the device driving device 30 by a levitation and guide device 40 comprising a fastening device 1 according to the invention.

 In addition, the levitation and guide device 40 also comprises a carrier frame 5 connecting the vehicle 4 to the attachment device 1.

 In the example presented, the drive device 30 comprises meanwhile a first endless drive element 2 and a second endless drive element 3.

 These two endless drive elements 2, 3 are for example cables each forming a closed loop.

 These two cables 2, 3 are each supported at several meters in height by trains of carrying pulleys 31 themselves supported by pylons 32 fixed to the ground.

 As illustrated in FIG. 6, the shape of the path of the transport line L is conditioned by the spatial situation of return pulleys 33 and possibly by the spatial situation of the change-over pulleys 44.

 At least one return pulley 33 is driven so as to cause the cables 2, 3 to move.

 The first cable 2 is intended to be moved at a first speed.

The second cable 3 is for its part to be moved at a second speed lower than the first speed.

 In addition, the second cable 3 is contiguous with the first cable 2 on at least a portion P of the transport line L.

 Of course, this portion P of the transport line L may extend over one or more parts of the transport line L as well as over the entire transport line L as shown in FIG. 6.

 Thus, the first cable 2 connected by the attachment device 1 to the undercarriage 5 and to the vehicle 4 is intended to drive the vehicle 4 at the first speed along a so-called rapid section of the transport line L, and the second cable 3 connected by the attachment device 1 to the undercarriage 5 and the vehicle 4 is intended to drive the vehicle 4 at the second speed along a so-called slow section of said transport line L.

For this purpose, the fastening device 1 comprises a first fastener 10 and a second fastener 20. The first fastener 10 comprises a main pulley 11 having a circumferential groove 12 intended to receive the first cable 2.

 This groove 12 is coated with a lining 13 forming a tread for the first cable 2.

 The main pulley 11 is rotatable about an axis 14 connected to the carrier frame 5.

 The first fastener 10 also comprises two gripping members formed, according to the embodiment shown in Figures 1 to 5, by two counter-pulleys 15a, 15b disposed on either side of the main pulley 11.

 Each of the two counter-pulleys 15a, 15b comprises a shaft rotatable respectively about an axis of rotation 16a, 16b between a first position Pli in which the counter-pulley 15a, 15b is in contact with the first cable 2 and a second position P12 in which the counter-pulley 15a, 15b is spaced from the first cable 2.

 The positioning of the counter-pulleys 15a, 15b in their first position P1 defines a first operating state of the first wire 10 in which the vehicle 4 is intended to be secured to the first cable 2 of the drive device 30 of the line of transport L.

 The positioning of the counter-pulleys 15a, 15b in their second position P12 defines a second operating state F12 of the first fastener 10 in which the vehicle 4 is intended to be disengaged from the first cable 2 of the drive device 30 of the transport L.

 The second fastener 20 comprises a main pulley 21 having a circumferential groove 22 intended to receive the second cable 3.

 This groove 22 is coated with a lining 23 forming a tread for the second cable 3.

 The main pulley 21 is rotatable about an axis 24 connected to the undercarriage 5.

 In the example shown, this axis 24 is the extension of the axis 14 of the main pulley of the first fastener 10.

 The second fastener 20 also includes a counter-pulley 25 disposed on a first side of the main pulley 21. This first side is closest to the first fastener 10.

In addition, the second fastener 20 comprises a cheek 26 disposed on the second side of the main pulley 21 and opposite to the counter-pulley 25. This flange 26 is coated with a lining 27 forming a zone of contact with the second cable 3.

 In addition, the counter-pulley 25 comprises a shaft rotatable about an axis of rotation 28 between a first position P21 in which the counter-pulley 25 is in contact with the second cable 3 and a second position P22 in which the against -poulie 25 is at a distance from the second cable 3.

 The positioning of the counter-pulley 25 in its first position P21 defines a first operating state F21 of the second fastener 20 in which the vehicle 4 is intended to be secured to the second cable 3 of the drive device 30 of the transmission line. L.

 The positioning of the counter-pulley 25 in its second position P22 defines a second operating state F22 of the second fastener 20 in which the vehicle 4 is intended to be disengaged from the second cable 3 of the drive device 30 of the transmission line. L.

 In their first operating mode Fil, F21, the first fastener 10 and the second fastener 20 are respectively in contact with the first cable 2 and the second cable 3 over more than 50% of the circumference thereof.

 In addition, the attachment device 1 comprises control means (not shown) of the operating state of the first fastener 10 and the second fastener 20, as well as control means (not shown) arranged to actuate the control means.

 These control means may for example comprise motors or jacks arranged to move the shafts of the counter-pulleys 15a, 15b, 25, and in particular to rotate the shafts of the counter-pulleys 15a, 15b, 25 around their axis. rotation axis 16a, 16b, 28 respectively.

 These control means may as well be embedded in the vehicle 4, and be formed for example by electric or pneumatic automatic or external arranged along the transport line L, and be formed for example by mechanical levers cooperating with control rails.

 Due to the presence of two cables 2, 3, it is possible to envisage the creation of an electrical network for supplying electricity to the vehicles 4 and / or the control means.

 The attachment device 1, in particular via these control means and these control means, is arranged to progressively:

bringing the first fastener 10 to its first operating state Fil and bringing the second fastener 20 to its second state of operation operation F22 when the vehicle 4 is in a first portion of the transport line L, and

 bring the first fastener 10 to its second operating state F12 and bring the second fastener 20 to its first operating state F21 when the vehicle is in a second portion of the transmission line different from the first portion.

 In the example presented, the first portion is a fast section of the transport line L and the second portion is a slow section of the transport line L.

 Figures 3 to 5 illustrate a slow section of the transport line L corresponding to the passage by the shifters 44.

 As illustrated in FIGS. 3 and 4, a change of direction zone 60 comprises change-over pulleys 44.

 According to a particular embodiment of the invention, these shifting pulleys 44 comprise a main pulley 45 arranged substantially horizontally.

 As illustrated in Figure 5, the edge of this main pulley 45 comprises a first shoulder 45a and a second shoulder 45b.

 The first shoulder 45a comprises a lining 46 having a first portion 46a covering the horizontal surface of the first shoulder 45a and forming a contact zone with the second cable 3, and a second portion 46b covering the vertical surface of the first shoulder 45a and forming a zone contact with the outer surface of the cheek 26 of the second fastener 20.

 The second shoulder 45b forms an additional guide member 42 comprising a horizontal running surface and a vertical running surface for an additional support member 41 of the levitation and guide device 40.

 This additional support member 41, for example a tapered bearing, comprises an axis 43 connected to the carrying frame 5.

 The main pulley 45 orients the second cable 3 in the same plane.

As illustrated in FIGS. 3 and 4, the change-over pulleys 44 also comprise diverting pulleys 47a, 47b and secondary pulleys 48a, 48b arranged to guide the first cable 2.

The diversion pulleys 47a, 47b are arranged substantially vertically at the inlet and the outlet of the zone of change of direction 60. The secondary pulleys 48a, 48b have an axis of rotation inclined with respect to the axis of rotation of the main pulley 45.

 The first diverting pulley 47a vertically deflects the first cable 2 towards the first secondary pulley 48a.

 The inclination of the first secondary pulley 48a facilitates the movement of the first cable 2 on this first secondary pulley 48a.

 The first cable 2 then passes through the second secondary pulley 48b which brings it back to the second diverting pulley 47b.

 The inclination of the second secondary pulley 48b facilitates the movement of the first cable 2 on the second secondary pulley 48b.

 In the example presented, the diverting pulleys 47a, 47b and the secondary pulleys 48a, 48b orient the first cable 2 in several different inclination planes.

 Of course, the number and orientation of the secondary pulleys may vary depending on the importance of the change of direction to operate.

 As illustrated in FIG. 4, the use of diversion pulleys 47a, 47b and secondary pulleys 48a, 48b makes it possible to divert the path of the first cable 2 with respect to the path of the second cable 3 so that it does not interfere with it. with the change of direction of the vehicle 4.

 Furthermore, a fixed guide 49 is disposed contiguously to the second cable 3 all along the change of direction zone 60.

 This fixed guide 49 is located at the same distance as the distance between the first cable 2 and the second cable 3 upstream and downstream of the direction change zone 60, and at the same height as the second cable 3.

 Thus, when the fastening device 1 enters a change of direction zone 60, the fastening device 1 is already in a slow section of the transport line L and the first fastener 10 is in its second operating state. F12 and the second fastener 20 is in its first operating state F21.

 At the passage of the first diverting pulley 47a, the first cable

2 leaves the groove 12 of the main pulley 11 of the first fastener 10 and is substituted by the fixed guide 49.

The main pulley 11 of the first fastener 10 of the fastening device 1 will therefore roll on the fixed guide 49 all along the direction change zone 60. At the passage of the second diverting pulley 47b, the fixed guide 49 leaves the groove 12 of the main pulley 11 of the first fastener 10 and is substituted by the first cable 2.

 The fixed guide 49 thus provides the support function for the first fastener 10 during the passage of a change of direction zone 60.

 Given the ease of having low speed sections, the number of landing / boarding areas 50 and / or change of direction 60 along the transport line L can be significant.

 However, the dissymmetry of the transport system 100 requires some complementary arrangements.

 Thus, a given transmission line can always turn on the same side, which is typical for ski lifts in mountain transport but which can open up possibilities for looping along different avenues in urban transport.

 Fig. 6 illustrates this limited situation for the example at four landing / boarding areas 50.

 Each of the directions of circulation is realized thanks to its own pairs of fast and slow cables 3 forming closed loops driven by a return motor pulley 33 and guided by shifting pulleys 44.

 Each pair of cables 2, 3 is associated with a series of vehicles 4.

 Thus, any user in one of the landing / boarding areas 50 has the choice of going one way or the other by entering a vehicle 4 associated with the desired direction.

 The control means are conveniently placed at the entrance and exit of the landing / boarding areas 50 to allow management of the alternate clamping of the fast cable 2 or the slow cable 3 and the gradual transition between the two.

 Moreover, the principle of the invention can be applied to different families of cable transport.

 Indeed, the primary function is to manage portions at different speeds via transition phases (acceleration / deceleration) by progressive clutch.

From this point of view, only the traction function can be exploited, for example for funiculars whose levitation and guidance are provided elsewhere via rails and guides. Although the invention has been described in connection with particular embodiments, it is obvious that it is not limited thereto and that it includes all the technical equivalents of the means described and their combinations.

 Thus, it is possible to envisage that in a safety mode the fastening device 1 is arranged to bring both the first fastener 10 and the second fastener 20 to their respective second operating state F12, F22 so as to allow the fastening device 1 to roll on the cables 2, 3.

 It is also possible to envisage a fastening device 1 comprising one or more first fasteners 10 and / or one or more second fasteners 20 intended to be secured and disengaged from a drive device 30. In this case, the fasteners of each type 10 or 20 are respectively arranged in series along the cables 2 and 3.

 Figures 7 and 8 illustrate a person transport system 100 according to a second embodiment of the invention which differs from that shown in Figures 1 to 5 essentially in that the first and second fasteners 10, 20 are devoid of pulleys main 11, 21 and in that the first and second fasteners 10, 20 each comprise two lateral gripping members 17a, 17b, 29a, 29b for suspending and guiding the vehicle 4 respectively on the first and second drive elements 2, 3 of the drive device 30. Such a configuration of the first and second fasteners 10, 20 ensures an optimized passage of the fastening device 1 at the pylons 32 provided with upper pulleys 3, such as compression towers.

 According to this second embodiment of the invention, each lateral gripping member 17a, 17b of the first fastener 10 is rotatably mounted around a respective shaft rotatable about an axis of rotation 18a, 18b between a first position defining the first operating state of the first fastener 10 and wherein the respective lateral gripping member 17a, 17b is adapted to exert a gripping force on the first driving member 2 and a second position defining the second state operating the first fastener 10 and wherein the respective lateral gripping member 17a, 17b is adapted to allow relative movement between the first driving member 2 and said lateral gripping member 17a, 17b.

According to this second embodiment of the invention, each lateral gripping member 29a, 29b of the second fastener 20 is rotatably mounted around a respective shaft rotatable about an axis of rotation 34a, 34b between a first position defining the first operating state of the second fastener 20 and wherein the respective lateral gripping member 29a, 29b is adapted to exert a gripping force on the second driving member 3 and a second position defining the second second operating state of the second fastener 20 and wherein the respective lateral gripping member 29a, 29b is adapted to allow relative movement between the second driving member 3 and said lateral gripping member 29a, 29b.

 According to this second embodiment of the invention, the first fastener 10 is configured such that, in their first position, the lateral gripping members 17a, 17b are in contact with the first driving element 2 over more than 50% of the circumference of the first driving element 2, and the second fastener 20 is configured so that, in their first position, the lateral gripping members 29a, 29b are in contact with the second driving element 3 on more than 50 % of the circumference of the second driving element 3.

 According to this second embodiment of the invention, the first fastener 10 is configured so that, in their second position, the lateral gripping members 17a, 17b are able to roll on the first driving element 2, and the second fastener 20 is configured such that, in their second position, the lateral gripping members 29a, 29b are able to roll on the second driving element 3.

 According to this second embodiment of the invention, the various lateral pinch members 17a, 17b, 29a, 29b may for example each have a general disc shape, and for example each comprise an annular groove adapted to cooperate with the element. respective drive 2, 3.

 As goes without saying, the invention is not limited to the embodiments of this attachment device, described above as examples, it encompasses all the variants.

Claims

 1. Attachment device (1) of a vehicle (4) to a drive device (30) of a transport line (L) comprising:  a first fastener (10) comprising:  a first operating state (Wire) in which the vehicle (4) is intended to be secured to a first driving element (2) of a driving device (30) of the transmission line, and  a second operating state (F12) in which the vehicle (4) is intended to be disengaged from the first driving element (2) of the driving device (30) of the transport line (L), and  a second fastener (20) comprising:  a first operating state (F21) in which the vehicle (4) is intended to be secured to a second driving element (3) of the transport line (L), and  a second operating state (F22) in which the vehicle (4) is intended to be disengaged from the second driving element (3) of the transport line (L),  the fastening device (1) being arranged to selectively bring: the first fastener (10) to its first operating state (Fil) and the second fastener (20) to its second operating state (F22), or  the first clip (10) to its second operating state (F12) and the second clip (20) to its first operating state (F21).  2. Attachment device (1) according to claim 1, wherein the first fastener (10) is intended to suspend and guide the vehicle (4) on the first driving element (2), and the second fastener (20). ) is intended to suspend and guide the vehicle (4) on the second driving element (3).  An attachment device (1) according to claim 1 or 2, wherein the first fastener (10) and the second fastener (20) comprise progressive clutch means arranged to handle the progressiveness of the clamping force on the driving device (30) of one of the first and second fasteners (10, 20) at the same time as loosening of the other of the first and second fasteners.  4. Fastening device (1) according to one of claims 1 to 3, comprising: means for controlling the operating state of the first fastener (10) and the second fastener (20), and - Control means intended to be embedded in the vehicle (4) or to be arranged along the transport line (L), arranged to actuate the control means.  Fastening device (1) according to one of claims 1 to 4, wherein the first fastener (10) comprises two lateral gripping members (17a, 17b) intended to be arranged on either side of the first driving element (2), the two lateral gripping members (17a, 17b) of the first fastener (10) being movable between a first position (Pli) defining the first operating state (Thread) of the first fastener (10) and a second position (P12) defining the second operating state (F12) of the first fastener (10).  6. Fastening device (1) according to claim 5, wherein each lateral clamping member (17a, 17b) of the first fastener (10) is rotatably mounted around a respective shaft intended to extend transversely. to the extension direction of the first driving element (2).  7. Fastening device (1) according to claim 5 or 6 wherein the lateral clamping members (17a, 17b) of the first fastener (10) are intended to suspend and guide the vehicle (4) on the first element d drive (2) of the driving device (30).  Fastening device (1) according to one of claims 1 to 6, wherein the first fastener (10) comprises:  a main pulley (11) for suspending and guiding the vehicle (4) on the first driving element (2) of the driving device (30) of the transport line (L), and  two lateral counter-pulleys (15a, 15b) disposed on either side of the main pulley (11) and movable between a first position (P11) defining the first operating state (Thread) of the first fastener (10) and a second position (P12) defining the second operating state (F12) of the first fastener (10). 9. Fastening device (1) according to one of claims 1 to 8, wherein the second fastener (20) comprises two lateral clamping members (29a, 29b) intended to be arranged on either side of the second driving member (3), the two lateral gripping members (29a, 29b) of the second fastener (20) being movable between a first position (P21) defining the first operating state (F21) of the second fastener (20); ) and a second position (P22) defining the second operating state (F12) of the second fastener (20).  Fastening device (1) according to claim 9, wherein each lateral clamping member (29a, 29b) of the second fastener (20) is rotatably mounted around a respective shaft intended to extend transversely. to the extension direction of the second driving element (3).  11. Fastening device (1) according to claim 9 or 10 wherein the lateral clamping members (29a, 29b) of the second fastener (20) are intended to suspend and guide the vehicle (4) on the second element d driving (3) of the driving device (30).  12. Fastening device (1) according to one of claims 1 to 8, wherein the second fastener (20) comprises:  - a main pulley (21) for suspending the vehicle (4) on the second element (3) of the drive device (30) of the transport line (L) and comprising a cheek (26) for guiding the vehicle (4) on the second driving element (3) of the driving device (30) of the transport line (L),  - A lateral counter-pulley (25) disposed facing the cheek (26) and movable between a first position (P21) defining the first operating state (F21) of the second fastener (20) and a second position (P22) defining the second operating state (F22) of the second fastener (20).  13. A person transportation system (100) comprising: a driving device (30) arranged along a transport line (L) and having a first endless drive element (2) for driving a vehicle (4) at a first speed along a rapid section of the transport line (L) and a second endless driving element (3) contiguous on at least a portion of the transport line (L) to the first endless driving element (2) and for driving said vehicle (4) at a second speed lower than the first speed along a slow section of said transport line (L),  - a levitation and guide device (40) comprising a fastening device (1) according to one of claims 1 to 12, and  - a vehicle (4) connected to the drive device (30) by the levitation and guide device (40). 14. Transport system (100) according to claim 13, wherein the first fastener (10) of the fastening device (1) is arranged to suspend and guide the vehicle (4) on the first endless drive element ( 2) when the vehicle (4) is in a rapid section of the transport line (L), and the second fastener (20) of the fastening device (1) is arranged to suspend and guide the vehicle (4) on the second element of endless drive (3) when the vehicle (4) is in a slow section of the transport line (L).  The transport system (100) according to claim 13 or 14, wherein the transport line (L) having change of direction (60) and / or return and / or boarding / unloading zones (50). included in slow sections of the transmission line (L).  The transport system (100) according to claim 15, wherein the change of direction zones (60) comprise a main shifting pulley (45) for the second endless driving element (3) and pulleys. diverting (47a, 47b) and secondary (48a, 48b) directional changes for the first endless driving element (2), the diverting pulleys (47a, 47b) and secondary (48a, 48b) having an axis tilt rotation different from that of the main pulley (45).  The transport system (100) according to claim 15 or 16, wherein the change of direction (60) and / or return zones comprise a fixed guide (49) arranged to cooperate with the first fastener (10) so as to to collaborate in the guiding and levitating function of the vehicle (4).