• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Cable transport installation (2), comprising at least one vehicle (3) intended to be towed by the cable (2), a boarding station (8) comprising a boarding area (24) where passengers (4) , 5) are positioned to embark in the vehicle (3), a drive motor (26, 30) of the vehicle (3) in the loading area (24), an image acquisition apparatus (40) of the boarding area (24) generating at least one representative image of the vehicle (3) and the passengers (4, 5) in the boarding area (24), and an electronic control unit (41) configured to determine in the representative image, a surveillance zone around the vehicle (3) and the positions of the passengers (4, 5), and for developing a speed setpoint for the engine (26, 30) according to the positions of the passengers ( 4, 5) in the surveillance zone.
    公开号:FR3044995A1
    申请号:FR1562254
    申请日:2015-12-11
    公开日:2017-06-16
    发明作者:Sebastien Martin
    申请人:Poma SA；
    IPC主号:
    专利说明:

    TECHNICAL FIELD OF THE INVENTION The invention relates to cable transport installations, and more particularly to transport installations by aerial tractor cable. State of the art
    Currently, re-embarkation of passengers within the vehicles of a cable transport facility is tricky. In fact, for certain installations of the gondola or chairlift type, the passengers must board when the vehicles are in motion, and there may be a risk of an untimely collision between the vehicle and a passenger when the passenger is not correctly placed to the vehicle. This is particularly the case for chairlifts when passengers wait in front of the seats to board. Inopportune collisions occur when several passengers are likely to embark on the same seat, or when they are located next to the seat and they may be pushed by the seat and fall without being able to board the seat. headquarters. We must stop moving vehicles to evacuate or reposition misplaced people. To avoid any risk of collisions, an operator is responsible for helping passengers board and stop the installation whenever a risk of collision is imminent.
    There is therefore a need to control the re-embarkation of passengers in moving vehicles to avoid any risk of untimely collision.
    Object of the invention
    An object of the invention is to overcome these drawbacks, and more particularly to provide an installation equipped with means for detecting risks of collision between passengers and vehicles, and to prevent a number of untimely stops of the installation.
    According to one aspect of the invention, there is provided a cable transport installation, comprising at least one vehicle intended to be towed by the cable, a boarding station comprising a boarding area where passengers are positioned to embark on board. the vehicle, and a vehicle drive motor in the boarding area. The installation comprises an image acquisition apparatus of the loading zone generating at least one representative image of the vehicle and passengers in the loading zone, and an electronic control unit configured to determine, in the image representative, a surveillance zone around the vehicle and the positions of the passengers, and to develop a speed setpoint for the engine according to the positions of the passengers in the surveillance zone.
    Thus we offer an automated means to prevent the risk of an accident at re-embarkation. The flow of the installation is also improved because the speed of the vehicles can be adapted according to the configuration of the loading zone. Situations at risk of imminent accidents are identified to stop the installation only when necessary, that is to say when it is no longer possible to reposition the passengers in a correct configuration. The installation may comprise a support situated above the loading zone, the image acquisition apparatus being mounted on the support directly above the loading zone. The image acquisition apparatus can generate several representative images. The image acquisition apparatus may be a digital video camera or an infrared thermal camera.
    The surveillance zone may comprise two lateral collision zones situated on either side of the vehicle and the electronic control unit generates a stopping instruction of the vehicle when at least one passenger is positioned in a lateral collision zone.
    The vehicle may be a seat comprising at least two seats to seat at least two passengers respectively.
    The surveillance zone may also include a frontal danger zone situated in front of the vehicle and the electronic control unit draws up a stopping instruction of the vehicle when the number of passengers present in the frontal danger zone is greater than the number of passengers. seats of the vehicle.
    The frontal danger zone may comprise at least two lanes located respectively opposite the seats of the vehicle, and the electronic control unit prepares a stopping instruction of the vehicle when more than one passenger is present in at least one lane of the vehicle. frontal danger zone.
    The surveillance zone may comprise a safety zone situated in front of the frontal danger zone and comprising at least two tracks located respectively opposite the seats of the vehicle, and the electronic control unit prepares an initial speed reference of the vehicle when no more than one passenger is present in each lane of the safety zone. The electronic control unit may develop a speed instruction lower than the initial speed of the vehicle when more than one passenger is present in at least one lane of the safety zone. The electronic control unit can develop a speed instruction lower than the initial speed of the vehicle when the number of passengers present in the safety zone is greater than the number of seats of the vehicle.
    The embarkation zone may comprise at least one departure zone and a preparation zone, and the electronic control unit draws up a stopping instruction of the vehicle when the vehicle is positioned in the departure zone and when the number of passengers present in the frontal danger zone is greater than the number of seats of the vehicle. The electronic control unit may further develop a stopping instruction of the vehicle when the vehicle is positioned in the departure zone and more than one passenger are present in at least one lane of the frontal danger zone.
    BRIEF DESCRIPTION OF THE DRAWINGS Other advantages and features will become more clearly apparent from the following description of particular embodiments of the invention given by way of nonlimiting example and represented in the accompanying drawings, in which: FIG. schematically illustrates an embodiment of a cable transport installation according to the invention; and FIGS. 2 to 5 schematically illustrate top views of a boarding area of the installation.
    detailed description
    In Figure 1, there is shown an embodiment of a cable transport installation 1. The installation 1 comprises at least one vehicle 3 intended to be towed by the cable 2, to carry passengers 4 to 7 Preferably, the installation 1 is a chairlift, for example of the monocable type. A chairlift generally comprises several vehicles 3 being seats, and the cable 2 is an aerial tow cable, that is to say that the seats 3 are suspended above the ground. There is shown a single seat 3 in Figures 1 to 5, for reasons of simplification. In addition, the cable 2 is preferably both tractor and carrier. The installation 1 comprises a boarding station 8 where the passengers 4 to 7 embark on the seats 3. The seats 3 generally comprise at least two seats 9 to 11, or several seats, next to each other. Each seat 9 to 11 is intended to seat a passenger 4 to 7. Generally speaking, a seat 3 comprises as many folders 12 to 14 as seating 9 to 11, a seat structure 15 on which are fixed the files 12 to 14 and the seats 9 to 11, and a railing pivoted to ensure the protection of passengers sitting on the seat 3, not shown for simplification purposes. The seats 3 further include a clip 16 for hooking to the cable 2. The clip 16 can be fixed, and in this case the seats 3 are permanently attached to the cable 2. Preferably, the clip 16 is disengageable, and in this case the seats 3 are detachably attached to the cable 2. In Figure 1, there is shown a detachable chairlift, where the clamps 16 are disengageable. In this case, the clutch 16 disengageable comprises two lateral wheels 17, 18 for rolling on rails forming a bypass circuit 19 so as to move the vehicles 3 at a lower speed than the cable 2 to facilitate the boarding of passengers 4 to 7. Indeed, when the seats 3 are unhooked from the cable 2, they travel in the boarding station 8 with a reduced speed relative to that of the cable 2. In order to move the vehicles 3 on the bypass circuit 19 , the clamps are also equipped with a plate 20 on which supports rotary rollers 21, also called pneumatic, which push the seats 3 to move them on the bypass circuit 19. The embarkation station 8 also comprises a zone of boarding 24 where the passengers 4 to 7 wait before boarding the vehicles 3, and a support 23 located above the boarding area 24. The station 8 can also have a movable gate 25 between a closed position preventing passengers 4 to 7 to access the boarding area 24, and an open position allowing access to the boarding area 24. The boarding area 24 is then located between the gate 25 and a starting line 25a. Furthermore, the station 8 may comprise a driving pulley 22, rotatably mounted to drive the towing cable 2, and a main motor 26 configured to drive the driving pulley 22, via a driving shaft 27. In this case , the boarding station 8 is called the driving station 8. The embarkation station 8 may also include a cable tensioning pulley, referred to as a return pulley, and in this case the station 8 does not include the main engine 26 and it is called return station. In Figure 1, there is shown a power station 8 by way of example. The main motor 26 is controlled by a main control unit 28, connected to the main motor 26 by a connection 29. The main control unit 28 controls the speed of rotation of the driving pulley 22, and therefore that of the cable 2.
    Furthermore, when the clamps 16 of the vehicles are fixed, the movement of the vehicles 3 in the boarding area 24 is effected by means of the towing cable 2 on which the vehicles are hooked. When the clamps 16 are disengageable, the vehicles 3 are moved in the boarding zone 24 via the rotary rollers 21. Indeed, when the rotary rollers 21 are rotated, they press on the plate 20 of the vehicles 3 , and can brake, push and accelerate the vehicles 3. The rotary rollers 21 can be rotated by means of the traction cable 2, for example a torque transmission roller can be placed in the station 8 in contact with the towing cable 2 and be connected to the rotary rollers 21 by a torque recovery device. Thus, the main control unit 28 controls the speed of movement of the vehicles 3 in the boarding station 8.
    Alternatively, the station 8 may comprise a secondary motor 30 configured to drive the rotary rollers 21, via secondary shafts 31. The secondary motor 30 is controlled by a secondary control unit 32, connected to the secondary motor 30 by a connection 33. Thus, the secondary control unit 30 controls the speed of rotation of the rotary rollers 21 and thus the speed of movement of the vehicles 3 in the boarding station 8. The transport installation 1 further comprises a an image acquisition apparatus 40, an electronic control unit 41 coupled to the apparatus 40 via a connection 42. In addition, the electronic control unit 41 is coupled to the main control unit 28 by a connection 43. When the station comprises a secondary motor 30, the electronic control unit is coupled to the secondary control unit 32 by a connection 44. The acquisition apparatus images 40 is configured to acquire one or more successive images 11 to 14 of the boarding area 24. When the vehicles are traveling at the boarding area 24, the apparatus 40 can generate images 11 to 14 representative of the boarding area 24, vehicles 3 and passengers 4 to 7 in the boarding area 24. The apparatus 40 may be a digital video camera or an infrared thermal camera. The apparatus 40 may be located near the boarding area 24, i.e. outside thereof. Preferably, the apparatus 40 is mounted on the support 23 in line with the boarding area 24. The support 23 may be a roof, a beam, a gantry, or generally a frame. The electronic control unit 41 receives the images 11 to 14 generated and transmitted by the apparatus 40. The electronic control unit 41 is configured to process the images 11 to 14. For example, the electronic control unit 41 comprises a processor, and generally electronic circuits capable of performing logical operations of image processing. The processor may be a graphics processor with memories, calculators and comparators configured to execute the image processing algorithm instructions. The electronic control unit 41 can also develop speed commands and transmit them, via the connection 44, to the secondary engine 30, or the main motor 26, to adapt the speed of movement of the seats 3 according to the image processing 11 at I4. The electronic control unit 41 may furthermore develop signaling information for a signaling device 50 located in the boarding station 8. The signaling device 50 may be a signaling light, or a sound transmitter, or a mechanical signaling system. The signaling device 50 makes it possible to signal whether a configuration of the boarding area 24 is valid or not. The electronic control unit 41 is configured to determine, from each image 11 to 14 received, a surveillance zone 60 around the vehicle 3 of the image 11 to 14. The electronic control unit 41 also determines the positions of the passengers 4 to 7 in the image 11 to 14, and in particular their positions relative to the vehicle 3, and more particularly their position relative to the surveillance zone 60. In other words, the electronic control unit 41 determines the presence or absence of a passenger 4 to 7 in the surveillance zone 60, as well as their positions in the surveillance zone 60, so as to adapt the speed of the vehicle 3 depending on a risk situation. The electronic control unit 41 generates a speed setpoint for the secondary engine 30, or the main engine 26, according to the positions of the passengers in the surveillance zone 60.
    FIGS. 2 to 5 show four images 11 to 14 respectively processed by the electronic control unit 41. In general, the surveillance zone 60 has two lateral collision zones 61, 62 located on both sides. other vehicle 3, and the electronic control unit 41 develops a stopping instruction of vehicles when at least one passenger 4 to 7 is positioned in a side collision area 61, 62. This avoids any risk of collision between the vehicle 3 and a passenger 4 to 7 located near a side edge of the vehicle 3 and which can not board the vehicle 3. The surveillance zone 60 further comprises a frontal danger zone 64 located in front of the vehicle 3 and the electronic control unit 41 develops a vehicle stopping instruction 3 when the number of passengers 4 to 7 present in the frontal zone 64 is greater than the number of seats 9 to 11 of the vehicles 3. This configuration can occur when there are more passengers than seats, present in the boarding area 24. Thus, when the passengers 4 to 7 are too close to the seat 3 and their number is greater than the number of passengers. seats 9 to 11, passengers 4 to 7 can not all board and then stop training vehicles 3.
    Preferably, the frontal danger zone 64 comprises as many channels 65 to 67 as there are seats 9 to 11. Each channel 65 to 67 of the frontal danger zone 64 is located opposite a seat 9 to 11 of the vehicle 3. Electronic control unit 41 furthermore develops a vehicle stopping instruction 3 when more than one passenger is present in at least one lane 65 to 67 of the frontal danger zone 64.
    The surveillance zone 60 may also include a security zone 68 situated in front of the frontal danger zone 64 and comprising as many channels 75 to 77 as there are seats 9 to 11. Each channel of the security zone 68 is located in view of a seat 9 to 11 of the vehicle 3. In particular the tracks 75 to 77 of the safety zone 68 are located respectively in the extension of the tracks 65 to 67 of the frontal danger zone 64. The electronic control unit 41 can then develop a speed reduction instruction of the vehicles 3 when more than one passenger 4 to 7 are present in at least one lane 75 to 77 of the safety zone 68. The reduction in the speed of the vehicles 3 makes it possible to to obtain a sufficient time so that the passengers 4 to 7 can take a correct position in order to be able to board the vehicle 3. The electronic control unit 41 can also develop a set of instructions for reducing the speed of the vehicles. 3 when the number of passengers 4 to 7 present in the safety zone 68 is greater than the number of seats 9 to 11 of the vehicles 3.
    In addition, the embarkation zone 24 may comprise at least one departure zone 80 and a preparation zone 81. In a variant, the embarkation zone 24 may comprise a third entry zone 82 contiguous to the preparation zone 81. The electronic control unit 41 can develop a stopping instruction of the vehicles 3 when a vehicle 3 is positioned in the departure zone 80 and when the number of passengers 4 to 7 present in the frontal danger zone 64 is greater than at the number of seats 9 to 11 of the vehicle 3, or when more than one passenger 4 to 7 are present in at least one lane of the frontal danger zone 64.
    In general, to properly board a seat 3 of a chairlift, a single passenger 4 to 7 must be positioned next to a seat 9 to 11. In this case, it is said that the configuration of passengers, or configuration from boarding area 24, is valid. The electronic control unit 41 thus makes it possible to determine a risk configuration, that is to say when the number of passengers 4 to 7 located in the safety zone 68 is greater than the number of seats 9 to 11, or when there is more than one passenger in a lane of safety zone 68. In this case, a valid configuration can be obtained in which there is no more than one passenger in the zone 68. For example, it is possible to go from a risk configuration to a valid configuration by repositioning the passengers 4 to 7 so that there is a passenger by way of the safety zone 68. It is also possible to evacuate the passengers. passengers who are in excess outside the boarding area 24. As long as the configuration of the boarding area 24 is valid, the vehicles 3 are driven into the boarding area 24 with an initial speed. When the vehicles 3 are fixed grippers, the initial speed corresponds to the speed of the cable 2. When the vehicles 3 are detachable claws, the initial speed is less than the speed of the cable 2. When the electronic control unit 41 determines a risk configuration, it develops a speed setpoint to adapt the speed of movement of the vehicle 3. More particularly, the value of the speed of the setpoint is lower than the initial speed in order to slow down the vehicles 3. In particular, when the vehicle is in the entry zone 82 and when a risk configuration is determined, the speed of the vehicles 3 is changed to a first speed lower than the initial speed. When the vehicle 3 is in the preparation zone 81 and when a risk configuration is determined, the speed of the vehicles is changed to a second speed lower than the first speed. When the vehicle is in the departure zone 80 and when a risk configuration is determined, the vehicles are stopped because it is no longer possible to obtain a valid configuration. The electronic control unit 41 can determine a dangerous configuration, that is to say when there is at least one passenger located in at least one lateral danger zone 61, 62, or when the number of passengers 4 to 7 located in the danger zone 64 is greater than the number of seats 9 to 11. In this case, it is no longer possible to obtain a valid configuration and the electronic control unit stops the movement of the vehicles 3. Conversely, when the electronic control unit 41 determines that there is more configuration at risk or more dangerous configuration, it restores the initial speed setpoint, to maintain a maximum flow of passengers 4 to 7.
    In other words, the electronic control unit 41 develops an initial speed setpoint of the vehicles 3 when a passenger 4 to 7 at the most is present in each lane 65 to 67 of the frontal danger zone 64, or when no more than one passenger is present in each lane of security zone 68, that is, when the configuration is valid. In this case, the electronic control unit 41 maintains the movement of the vehicles 3 at the initial speed. When the electronic control unit 41 determines a dangerous configuration, or at risk, it adapts the speed of the vehicles, respectively by stopping or decreasing the speed. When the electronic control unit determines a valid configuration after a dangerous or risky configuration, it again accelerates the vehicles, from the decreased speed to the initial speed.
    The surveillance zone 60, the lateral collision zones 61, 62, the frontal danger zone 64 and the security zone 68 may have rectangular shapes respectively, as illustrated in FIGS. 2 to 5. Moreover, the zones 60 to 62, 64 and 68 may have other shapes such as semi-circles, trapezoids or more generally the shape of a quadrilateral.
    Alternatively, the sizes of the safety zone 68 and the danger zone 64 may vary according to the speed of movement of the vehicles 3. It is also possible for the sizes of the safety zone 68 and the danger zone 64 to vary according to the position of the vehicle 3 in one of the departure zones 82, preparation 81 and entry 80. The sizes of the zones 64, 68 may increase when the speed of movement of the vehicles 3 increases, or decrease when the speed of movement of the vehicles 3 decreases. In a variant, the closer the vehicle 3 approaches the departure zone 80, and the larger the size of the safety zones 68 and danger zones 64 increase. According to another embodiment, the sizes of the zones 64 and 68 remain constant.
    In FIG. 2, the vehicle 3 is located outside the surveillance zone 60, and the movement of the vehicles 3 in the station 8 is carried out with an initial speed of displacement. In FIG. 3, the vehicle 3 is located in the entry zone 82 and three passengers 4 to 6 are respectively positioned in the three lanes of the safety zone 68. In this case, the initial speed is maintained because the configuration is valid, it does not present a danger. In FIG. 4, the vehicle 3 is located in the preparation zone 81 and a number of passengers 4 to 7 present in the safety zone 68 is greater than the number of seats 9 to 11, in which case the speed is decreased and a speed instruction is transmitted to the secondary engine 30 to move the vehicles with the second speed described above. In FIG. 5, the configuration is valid, the speed of movement is maintained equal to the second speed or equal to the initial speed and the vehicle can leave station 8 with the passengers seated in the vehicle 3.
    权利要求:
    Claims (14)
    [1" id="c-fr-0001]
    claims
    A cable transport installation (2) comprising at least one vehicle (3) to be towed by the cable (2), a boarding station (8) including a boarding area (24) where passengers (4 to 7) are positioned to embark in the vehicle (3), and a drive motor (26, 30) of the vehicle (3) in the loading zone (24), characterized in that it comprises a an image acquisition apparatus (40) of the embarkation area (24) generating at least one representative image (11 to 14) of the vehicle (3) and passengers (4 to 7) in the embarkation area ( 24), and an electronic control unit (41) configured to determine, in the representative image (11 to 14), a surveillance zone (60) around the vehicle (3) and the passenger positions (4 to 7). , and to develop a speed setpoint for the engine (26, 30) according to the positions of the passengers (4 to 7) in the surveillance zone (60).
    [2" id="c-fr-0002]
    2. Installation according to claim 1, comprising a support (23) located above the loading zone (24), the image acquisition apparatus (40) being mounted on the support (23) at the in line with the boarding area (24).
    [3" id="c-fr-0003]
    The apparatus of claim 1 or 2, wherein the image acquisition apparatus (40) generates a plurality of representative images (11 to 14).
    [4" id="c-fr-0004]
    4. Installation according to one of claims 1 to 3, wherein the image acquisition apparatus (40) is a digital video camera.
    [5" id="c-fr-0005]
    5. Installation according to one of claims 1 to 3, wherein the image acquisition apparatus (40) is an infrared thermal camera.
    [6" id="c-fr-0006]
    6. Installation according to one of claims 1 to 5, wherein the surveillance zone (60) comprises two lateral collision zones (61, 62) located on either side of the vehicle (3) and the electronic control (41) develops a stopping instruction of the vehicle (3) when at least one passenger (4 to 7) is positioned in a side collision area (61, 62).
    [7" id="c-fr-0007]
    7. Installation according to one of claims 1 to 6, wherein the vehicle (3) is a seat comprising at least two seats (9 to 11) for seating respectively at least two passengers (4 to 7).
    [8" id="c-fr-0008]
    8. Installation according to claim 7, wherein the monitoring zone (60) comprises a frontal danger zone (64) located in front of the vehicle (3) and the electronic control unit (41) elaborates a stopping instruction of the vehicle (3) when the number of passengers (4 to 7) present in the frontal danger zone (64) is greater than the number of seats (9 to 11) of the vehicle (3).
    [9" id="c-fr-0009]
    9. Installation according to claim 8, wherein the frontal danger zone (64) comprises at least two tracks (65 to 67) respectively facing the seats (9 to 11) of the vehicle (3), and the unit of electronic control (41) develops a stopping instruction of the vehicle (3) when more than one passenger (4 to 7) are present in at least one lane (65 to 67) of the frontal danger zone (64).
    [10" id="c-fr-0010]
    10. Installation according to claim 8 or 9, wherein the monitoring zone (60) comprises a safety zone (68) situated in front of the frontal danger zone (64) and comprising at least two channels (75 to 77). respectively facing the seats (9 to 11) of the vehicle (3), and the electronic control unit (41) develops an initial speed of reference of the vehicle (3) when a passenger (4 to 7) at most is present in each lane (75 to 77) of the safety zone (68).
    [11" id="c-fr-0011]
    11. Installation according to claim 10, wherein the electronic control unit (41) develops a speed instruction lower than the initial speed of the vehicle (3) when more than one passenger (4 to 7) are present in at least one lane (75 to 77) of the safety zone (68).
    [12" id="c-fr-0012]
    12. Installation according to claim 10 or 11, wherein the electronic control unit (41) develops a speed reference lower than the initial speed of the vehicle (3) when the number of passengers (4 to 7) present in the area safety device (68) is greater than the number of seats (9 to 11) of the vehicle (3).
    [13" id="c-fr-0013]
    13. Installation according to claim 9, wherein the boarding area (24) comprises at least one start zone (80) and a preparation zone (81), and the electronic control unit (41) prepares a deposit stopping the vehicle (3) when the vehicle (3) is positioned in the departure zone (80) and when the number of passengers (4 to 7) present in the frontal danger zone (64) is greater than the number of seats (9 to 11) of the vehicle (3).
    [14" id="c-fr-0014]
    14. Installation according to claim 13, wherein the electronic control unit (41) develops a stopping instruction of the vehicle (3) when the vehicle (3) is positioned in the starting area (80) and more than one passenger (4 to 7) are present in at least one lane (65 to 67) of the frontal danger zone (64).
    类似技术:
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    同族专利:
    公开号 | 公开日
    BR102016028959A2|2018-05-02|
    CO2016005117A1|2018-06-12|
    US20170166227A1|2017-06-15|
    RU2016147369A|2018-06-05|
    US10414418B2|2019-09-17|
    CN106985830A|2017-07-28|
    JP2017105451A|2017-06-15|
    KR20170069950A|2017-06-21|
    RU2730296C2|2020-08-21|
    JP6804281B2|2020-12-23|
    RU2016147369A3|2020-05-20|
    FR3044995B1|2018-01-05|
    EP3178718A1|2017-06-14|
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    法律状态:
    2016-12-29| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-16| PLSC| Publication of the preliminary search report|Effective date: 20170616 |
    2017-12-26| PLFP| Fee payment|Year of fee payment: 3 |
    2019-12-23| PLFP| Fee payment|Year of fee payment: 5 |
    2020-12-29| PLFP| Fee payment|Year of fee payment: 6 |
    2021-12-27| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562254|2015-12-11|
    FR1562254A|FR3044995B1|2015-12-11|2015-12-11|CABLE TRANSPORTATION INSTALLATION|FR1562254A| FR3044995B1|2015-12-11|2015-12-11|CABLE TRANSPORTATION INSTALLATION|
    RU2016147369A| RU2730296C2|2015-12-11|2016-12-02|Cableway suspension system equipment complex|
    EP16202280.0A| EP3178718A1|2015-12-11|2016-12-05|Cable transport facility|
    JP2016237717A| JP6804281B2|2015-12-11|2016-12-07|Aerial cable equipment|
    KR1020160167866A| KR20170069950A|2015-12-11|2016-12-09|Cableway installation|
    CONC2016/0005117A| CO2016005117A1|2015-12-11|2016-12-09|Cable transport installation|
    BR102016028959-9A| BR102016028959A2|2015-12-11|2016-12-09|TELEPHONE INSTALLATION|
    US15/376,235| US10414418B2|2015-12-11|2016-12-12|Cableway installation|
    CN201611138999.1A| CN106985830A|2015-12-11|2016-12-12|Cableway facility|
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