EP4077091B1 - Cableway having car stabilization - Google Patents

Description

The present invention relates to a cable car with at least two cable car stations and with at least one cable car vehicle which can be moved between the cable car stations with a conveyor rope, the cable car vehicle having a transport body and a suspension, the transport body serving to accommodate people and/or objects and the Transport body is suspended on the suspension, wherein at least one vehicle-fixed contact rail extending in the direction of movement of the cable car vehicle is arranged on the transport body and at least one guide section with at least one stationary first guide device extending in the direction of movement of the cable car vehicle is provided in at least one cable car station.

The invention also relates to a method for operating a cable car with at least one cable car vehicle which can be moved between the cable car stations with a conveyor rope, the cable car vehicle having a transport body and a suspension, the transport body serving to accommodate people and/or objects and the transport body is suspended on the suspension, wherein the cable car vehicle is moved into a guide section of a cable car station, with a stationary first guide device of the cable car station extending in the direction of movement of the cable car vehicle during the movement of the cable car vehicle through the guide section with a fixed first guide device arranged on the transport body and extending in the direction of movement of the cable car vehicle vehicle-mounted contact rail works together.

Cable car systems are used to transport people and materials between two or more cable car stations. For this purpose, a number of cable car vehicles, such as chairs or cabins, are moved between the cable car stations, either circulating or in shuttle service. The cable car vehicles are moved between the cable car stations using at least one conveyor rope. The cable car vehicle can be suspended on at least one support cable or the conveyor cable (aerial cableways) or can be movably arranged on rails or the ground (funiculars) and can be moved with at least one conveyor cable. The cable car vehicle can also be detachably or firmly clamped to the conveyor rope and moved with the conveyor rope. In the case of revolving cable cars, the cable car vehicles in a cable car station are often uncoupled from the conveyor cable, for example by means of releasable cable clamps, and are moved through the cable car station at a lower speed in order to make it easier for people to get on or off or to load or unload material.

It is known to operate certain functions in cable cars via link controls, for example opening or closing a cable clamp, folding down or up a safety bar or a weather protection hood of a chair or opening and closing a door of a cabin or gondola in a cable car station. For this purpose, a backdrop is arranged at the station, which is scanned by a scanning element on the cable car vehicle as it passes through. The scanning element is arranged on a rotatably mounted lever, which is pivoted during scanning. The specific function is then carried out via a Bowden cable or a linkage that acts on the lifting. An example of the opening and closing function of a door can be found in US 3,742,864 A and EP 1 671 867 B1 shows an example of folding down and up a safety bar.

Particularly in the case of cabins or gondolas as cable car vehicles, this can swing in the cable car station when people get on or off because there is play between the platform and the cable car vehicle. The cable car vehicle may also sink or rise in the cable car station due to the weight of the people getting on or off. Such relative movements of the cable car vehicle relative to the platform can be unpleasant for people getting on or off and affect the safety of the cable car operation. Similar problems can also arise with material handling.

The EP 3 299 243 B1 discloses a cable car with a cable car station in which a cabin is moved longitudinally between two floor guide rails. To avoid blocking the cabin, the distance between the floor guide rails in the transverse direction is greater than the width of the cabin. This causes the cabin to vibrate in the transverse direction, particularly when boarding the cabin, which leads to the cabin hitting the floor guide rails and to a lack of feeling of security for the passengers. To avoid this, the EP 3 299 243 B1 ensures that the cabin is blocked in the transverse direction in the area of the boarding platform by a blocking device. The blocking device can be designed as a downwardly extending pin arranged centrally on the floor of the cabin, which interacts with a clamping rail arranged on the floor of the cable car station. This fixes the cabin in a central position between the floor guide rails in the transverse direction. The blocking device can also be designed as an active slider that is integrated into the boarding platform. The slider can be controlled by an electric motor and pressed in the transverse direction against a cabin standing in the area of the platform in order to press the cabin against the opposite floor guide rail. However, this has the disadvantage that this is only possible when the cabin is at a standstill and the design is also very complex.

The EP 1 752 352 A2 discloses a cable car in which the cable car vehicles are guided in the cable car stations between two opposing contact rails. This means that the cable car vehicles are kept as centrally resting as possible.

Based on the prior art, it is an object of the present invention to provide a cable car in which the safety and comfort for people when loading and unloading the cable car vehicles can be improved as simply and cost-effectively as possible.

This object is achieved according to the invention in that the transport body is sprung on the suspension and in that the first guide device interacts with the contact rail of the cable car vehicle to produce a manager, at least during the movement of the cable car vehicle through the guide section, the manager extending the transport body relative to the suspension a rest position in which the cable car vehicle is movable outside the guide section, shifted to a guide position in which the cable car vehicle is movable through the guide section. As a result, on the one hand, lateral pendulum movements of the transport body in the area of loading and unloading areas can be reduced, in particular prevented, which can increase the safety of passengers when getting on and off the cable car vehicle. In addition, pendulum movements of the transport body in the direction of movement of the cable car vehicle can be reliably reduced. The sprung suspension of the conveyor body is therefore deliberately used to shift the conveyor body from the rest position into a guiding position relative to the suspension. The fact that a restoring force acts on the cable car vehicle in the leadership position, which wants to move the cable car vehicle back to the rest position against the manager and the interacting guides that prevent the reset, results in the cable car vehicle being stabilized in the transverse and longitudinal directions.

It can be advantageous if at least two vehicle-fixed contact rails are arranged on the transport body and extend in the direction of movement of the cable car vehicle and are spaced apart from one another transversely to the direction of movement, and that at least two stationary first guide devices are provided in at least one guide section, one of the first guide devices each having a contact rail to produce leadership. As a result, the manager acts on the conveyor body at several points in the transverse direction, which means that essentially a purely vertical displacement of the conveyor body relative to the suspension can be achieved.

It is advantageous if at least one first guide device is designed as a ceiling guide rail, which is attached to a stationary structure in the upper area the cable car station is arranged and that the corresponding contact rail is arranged in an upper lateral area on the cable car vehicle. This arrangement is advantageous because the contact rail and the ceiling guide rail interact in an area that is not easily accessible by passengers and staff. This can increase safety for passengers and staff.

Preferably, at least one stationary second guide device extending in the direction of movement of the cable car vehicle is provided in at least one guide section, the transport body being deflected in the area of the guide section by the manager in the direction of the second guide device, the second guide device being connected to a part of the cable car vehicle in the area of the guide section to guide the cable car vehicle, preferably at least one second guide device designed as a floor guide rail, which is arranged on a stationary structure in the lower area of the cable car station. As a result, the cable car vehicle is guided on both sides, which can further improve the stabilization of the cable car vehicle in the transverse direction.

Advantageously, at least one first guide device is designed as a slide rail and/or at least one second guide device is designed as a slide rail and/or there are several rotatably mounted rollers arranged one behind the other on at least one first guide device in the direction of movement of the cable car vehicle and/or several on at least one second guide device Rotatably mounted rollers arranged one behind the other in the direction of movement of the cable car vehicle. This allows the friction between the ceiling guide rail and the contact rail to be reduced and the cable car vehicle to be guided smoothly.

Preferably, at least one first guide device and/or at least one second guide device has a damping device and/or the at least one contact rail has a damping device. This allows shocks to the cable car vehicle to be cushioned and dampened, which can occur, for example, when entering the guide section.

The transport body is preferably designed as a cabin. This means that the invention can be used advantageously in a gondola lift
Furthermore, the object is achieved with a method for operating a cable car in that the conveyor body is suspended from the suspension in a spring-loaded manner and in that the first guide device and the contact rail cooperate to produce a guide through which the conveyor body moves through the guide section relative to the suspension from a resting position in which the cable car vehicle is moved outside the guide section, is shifted into a guide position in which the cable car vehicle is moved through the guide section.

Advantageous embodiments of the method are specified in the dependent claims 9-15.

• Fig.1 eine schematische Seilbahnstation einer Seilbahn in bekannter Ausführung in Draufsicht,
• Fig.2 ein Seilbahnfahrzeug einer Seilbahn in der Seilbahnstation gemäß einer vorteilhaften Ausgestaltung der Erfindung in einer Ansicht in Fahrtrichtung,
• Fig.3 das Seilbahnfahrzeug aus Fig.2 in einer Seitenansicht und
• Fig.4 eine schematische Seilbahnstation einer Seilbahn gemäß einer vorteilhaften Ausgestaltung der Erfindung in Draufsicht.

The present invention is described below with reference to Figures 1 to 4 explained in more detail, which show exemplary, schematic and non-restrictive advantageous embodiments of the invention. This shows

• Fig.1 a schematic cable car station of a cable car in a known design in a top view,
• Fig.2 a cable car vehicle of a cable car in the cable car station according to an advantageous embodiment of the invention in a view in the direction of travel,
• Fig.3 the cable car vehicle Fig.2 in a side view and
• Fig.4 a schematic cable car station of a cable car according to an advantageous embodiment of the invention in plan view.

The structure and function of a cable car system is well known, which is why this is explained with reference to Fig.1 and 2 is only briefly explained using the example of a rotating cable car. Fig.1 shows a cable car station 2 (for example a mountain or valley station) of the cable car 1. A cable pulley 3 is arranged in the cable car station 2, via which a rotating conveyor cable 4 of the cable car 1 is deflected. A pulley 3 in at least one of the stations of the cable car 1 is driven in a known manner by a drive in order to allow the conveyor rope 4 to rotate in a loop over a pulley at another station. It is also known that the conveyor rope 4 is tensioned by a tensioning device acting on the rope pulley 3. The cable car 1 is controlled by a cable car control in the form of suitable hardware and software. For reasons of clarity and because they are irrelevant to the invention, these known devices, in particular the second station with a pulley, drive, tensioning devices, cable car control, etc., are not shown. A cable car 1 can of course move a large number of cable car vehicles 5 simultaneously with the conveyor cable 4, typically in the range of several tens or a few hundred cable car vehicles 5, although for the purpose of simplification only a few of them are shown. A platform 6 is also provided in the cable car station 2 in order to enable or facilitate the boarding and alighting of people to be transported, or in general the loading and unloading of the cable car vehicles 5.

If the cable car 1 is not equipped with cable car vehicles 5 permanently clamped to the conveyor cable 4, a cable car vehicle 5 of the cable car 1 entering the cable car station 2 is decoupled from the conveyor cable 4, usually by means of a releasable cable clamp 10 ( Fig.2 ), and is moved along a guide rail 7 through the cable car station 2, usually at a significantly lower speed than on the route between the cable car stations 2. A conveyor 8 is provided along the guide rail 7, with which the cable car vehicle 5 is in the cable car station 2 is moved on. The conveyor 8 is designed, for example, in the form of driven conveyor wheels 9 arranged in the cable car station 2, which interact with a friction lining 11 on the cable car vehicle 5 in the cable car station 2. When the cable car vehicle 5 leaves the cable car station 2, the cable car vehicle 5 is accelerated via the conveyor 8 at the exit and coupled again to the conveyor cable 4, for example by means of a cable clamp 10.

The cable car 1 can, for example, be designed as a cable car or gondola lift, in which cable car vehicles 5 have cabins or gondolas that are guided along a platform 6. Passengers can get on or off the cable car vehicles 5 via platform 6 in cable car station 2. The cable car vehicle 5 could of course also be used for loading and unloading objects to be transported, for example Winter sports equipment, bicycles, strollers, etc. A loading/unloading area is generally provided along a defined section of platform 6 for people to get on/off and/or for loading/unloading in general. The loading/unloading area can, for example, be specially marked and, for example, separated by barriers 18 from the remaining area of the cable car station 2, in which access for unauthorized persons is not permitted.

For example, a common loading/unloading area could be provided in which both boarding/loading and disembarking/unloading take place. However, a separate loading area E and unloading area A are usually provided, which are separated from one another, as in Fig.1 is indicated. This is advantageous because people getting out and people getting in do not interfere with each other. For example, viewed in the direction of travel, a first barrier 18a can be arranged at the beginning of the unloading area A and a second barrier 18b can be arranged at the end of the unloading area A. At the beginning of the loading area E, a barrier 18 can again be arranged, which, for example, can also be the second barrier 18b, and at the end of the loading area E, a third barrier 18c can be arranged. For example, the positively controlled opening of the doors of the cable car vehicle 5 can then take place, for example, in the area of the first barrier 18a and the closing of the doors in the area of the third barrier 18c. Of course, this is only to be understood as an example and the loading/unloading areas A, E could also be arranged differently.

In Fig.2 is a cable car vehicle 5 of the cable car 1 that can be detached from the conveyor cable 4 in a cable car station 2 shown in a view in the direction of travel. The cable car vehicle 5 has a transport body K and a suspension 17, the transport body K being arranged on a hanger 12 of the cable car vehicle 5 by means of a suspension 17. The cable car vehicle 5 can be connected to the conveyor rope 4 via the hanger 12, for example hung on the conveyor rope 4. The transport body K is sprung on the suspension 17, so that the transport body K can oscillate relative to the suspension 17. As a result, the comfort for the passengers can be increased, for example when traveling over a battery of rollers on a cable car support, because any shocks that occur are cushioned. The sprung suspension can, for example, take place via one or more suspension units 20, which of course may also have damping properties. The cable car vehicle 5 can be connected via the hanger 12 to a drive 13, for example consisting of at least one roller. A rope clamp 10 can be arranged on the hanger 12, which can clamp the conveyor rope 4 under the action of a clamp spring, and which can be actuated mechanically via a coupling roller 14 and a clamp lever 15. About guide links in the cable car station 2, which the coupling roller 14 through the movement of the Cable car vehicle 5 is scanned, the clamp lever 15 is actuated and the cable clamp 10 is opened. The rope clamp 10 is activated for closing by another guide link and is kept closed by the action of the clamp spring. A guide roller 16 can also be arranged on the hanger 12, which interacts with the guide rail 7 in the cable car station 2. Likewise, a friction lining 11 can be arranged, which can cooperate with the conveyor 8, for example the rotating conveyor wheels 9, in order to move the uncoupled cable car vehicle 5 along the guide rail 7 through the cable car station 2.

Of course, other configurations of a cable car 1 and/or a cable car vehicle 5 are also conceivable, for example a cable car 1 with cable car vehicles 5 clamped firmly to the conveyor cable 4, or with support cables on which the cable car vehicle 5 is suspended via a drive 13 and by at least one conveyor cable 4 is moved. Likewise, the cable car 1 can be designed as an aerial tramway, with or without a supporting cable, i.e. also with a reciprocating conveyor cable 4, instead of a revolving conveyor cable 4. However, the specific design of the cable car 1 is irrelevant to the invention.

The cable car 1 shown is designed as an orbit in the form of a cable car, so the transport body K is a cabin here. On the cabins of a gondola lift, doors 19 are often only arranged on one side, since loading/unloading, for example the boarding/disembarking of people via the platform 6, usually only takes place from one side. For example, in a mountain station of an orbit, an unloading area A can first be provided, in which the passengers can get out of the cabin, usually during the movement of the cable car vehicle 5, as in Fig.1 is shown. After getting out, the cable car vehicle 5 (usually with an empty cabin) is diverted and moved to a loading area E, in which passengers can enter the cabin of the cable car vehicle 5 through the same door 19 for the descent. Of course, this is only an example and doors 19 can also be arranged on the cabins on both sides in the transverse direction in the case of an orbit, for example in order to first unload the cable car vehicle 5 on one side and then load it on the other side, if on both sides Platforms 6 are provided. Simultaneous loading and unloading would also be conceivable.

On a commuter train, doors 19 are generally provided on both sides of the cabin. However, getting in and/or out is usually only done from one side. For example, on a commuter train, the door 19 on one side is often opened first for exiting and the opposite door 19 is opened later for boarding. The cable car vehicles 5 are therefore loaded on one side and off-center in the transverse direction when entering or exiting, regardless of the specific design of the cable car (orbital car or aerial tramway). The load also depends strongly depends on the number, weight and movement of people or the material and is therefore very irregular. This has so far resulted in the cable car vehicle 5 oscillating in the transverse direction (in Fig.2 indicated by the double arrow) as well as the longitudinal or direction of movement around its rest position, which is generally perceived as unpleasant by the passengers. Such pendulum movements also increase the risk of falls for passengers because the relative movement between the cable car vehicle 5 and the platform in the direction of movement (due to the rotating movement through the cable car station 2) is superimposed by a relative movement in the transverse direction (the lateral pendulum movement) and by a pendulum movement in the longitudinal direction. This can make it particularly difficult for passengers with winter sports equipment, such as ski boots, to get in and out, which can lead to falls and, in the worst case, injuries. This also makes loading and unloading material more difficult.

In the example shown, several suspension units 20 are provided between the suspension 17 and the transport body K of the cable car vehicle 5, for example the cabin, with which the transport body K of the cable car vehicle 5 is sprung, i.e. attached to the suspension 17 so that it can oscillate, as in Fig.2 is indicated schematically. The suspension units 20 serve in particular to increase the comfort for the passengers while driving. This makes it possible, for example, to reduce unpleasant impacts on the transport body K of the cable car vehicle 5, which occur in the area of a cable car support when passing through a battery of rollers and are usually perceived as unpleasant by the passengers. In the cable car station 2, in which the cable car vehicles 5 are usually moved along the guide rail 7 decoupled from the conveyor cable 4, the suspension units 20 can, however, have a detrimental effect on the pendulum movements of the cable car vehicle 5 in the longitudinal and transverse directions and in particular reinforce them, since the Spring travel of the suspension units 20 in the vertical direction also increases the maximum deflection of the cable car vehicle 5 in the transverse direction. Of course, this also depends on the type and design of the suspension units 20. In the simplest case, a suspension unit 20 can be designed, for example, as an elastic buffer element, for example as a rubber buffer, which also has certain damping properties. However, the suspension unit 20 could also have suitable mechanical or pneumatic spring elements and mechanical, pneumatic or hydraulic damping elements in a known manner. Due to the weight of the people getting on or off, the transport body K of the cable car vehicle 5 (here the cabin) in the cable car station 2 lowers or rises relative to the suspension 17 due to the spring travel of the suspension units 20, which results in an additional relative movement of the cable car vehicle 5 in a vertical direction to platform 6 means. That can increase the pendulum movement and make it more difficult to get on or off or to load and unload.

The invention is intended to increase the safety for passengers when boarding/disembarking or, in general, the safety when loading/unloading the cable car vehicle 5 by reducing the pendulum movement of a cable car vehicle 5 in the transverse and longitudinal directions, at least in the area of the loading/unloading areas become.

According to the invention, it is therefore provided that at least one vehicle-fixed contact rail 23 extending in the direction of movement of the cable car vehicle 5 is arranged on the transport body K and that in at least one cable car station 2 of the cable car 1 there is at least one guide section FA with at least one stationary contact rail extending in the direction of movement of the cable car vehicle 5 first guide device 22 is provided. At least during the movement of the cable car vehicle 5 through the guide section FA, the first guide device 22 interacts with the contact rail 23 of the cable car vehicle 5 arranged on the transport body K to generate a guide. The manager thereby shifts the transport body K relative to the suspension 17 from a rest position in which the cable car vehicle 5 can be moved outside the guide section FA, into a guide position in which the cable car vehicle 5 can be moved through the guide section FA. The spring-loaded arrangement of the transport body K on the suspension 17 of the cable car vehicle 5 is therefore deliberately used to shift the transport body K from the rest position into a guide position during the movement through the guide section FA relative to the suspension 17. In the guiding position, a restoring force acts on the cable car vehicle 5 due to the spring force of the suspension unit(s) and/or due to gravity, whereby the cable car vehicle 5 strives to return to the rest position. As a result, the stability of the cable car vehicle 5 can be increased in the transverse direction and in the longitudinal direction, whereby lateral swaying as well as back and forth swaying of the cable car vehicle 5, in particular of the transport body K, can be reduced.

In an orbit such as in Fig.4 shown, the cable car vehicle 5 is displaced into the guide position relative to the suspension 17 during the movement through the guide section FAa or FAb and is moved in the guide position through the respective guide section FAa, FAb. Loading/unloading usually takes place during movement in order to achieve the highest possible transport performance. The loading/unloading could of course also take place when the cable car vehicle 5 is stationary in the guiding position. At the end of the respective guide section FAa, FAb in the direction of movement, the cable car vehicle 5 is moved back from the stabilizing guide position to the rest position. Of course there is also movement through the management section FA to understand the movement of the cable car vehicle 5 of an aerial tramway in the area of the guide section FA of the cable car station 2. In the case of the aerial tramway, the cable car vehicle 5 would first be moved in the direction of movement into the defined guide section FA when entering and come to a standstill in the area of the guide section FA. After loading/unloading, the cable car vehicle 5 would be moved in the opposite direction from the guide section FA to exit the cable car station 2.

Preferably, at least one first guide device 22 is designed as a ceiling guide rail 22a, which is arranged on a stationary structure in the upper region of the cable car station 2, as in Fig.2 is visible. The contact rail 23 is accordingly arranged in an upper lateral area on the cable car vehicle 5 in order to interact with the ceiling guide rail 22a in the area of the guide section FA. The arrangement is advantageous because the area is difficult to access for people, especially passengers or cable car staff, which increases safety.

Furthermore, for improved stabilization of the cable car vehicle 5 in the transverse direction, at least one stationary second guide device 21 extending in the direction of movement of the cable car vehicle 5 can be provided in the guide section FA. The second guide device 21 is arranged in such a way that the cable car vehicle 5 is deflected in the area of the guide section FA by the manager in the direction of the second guide device 21. The second guide device 21 thereby interacts with a part of the cable car vehicle 5 in the area of the guide section FA for guiding the cable car vehicle 5, for example by the cable car vehicle 5 contacting the second guide device 21. Preferably, at least one second guide device 21 is designed as a floor guide rail 21a, which is arranged on a stationary structure in the lower region of the cable car station 2, as in Fig.2 is shown. In this case, the floor guide rail 21a advantageously cooperates with a spacer element 24 arranged on the cable car vehicle 5, in particular on the transport body K.

According to the example Fig.2 +3, a stationary floor guide rail 21a is arranged on the platform 6 along the platform 6 of the cable car station 2 and there is a stationary ceiling guide rail 22a on the opposite side (seen in the direction of travel) of the platform 6 in an area above a passage area for passing cable car vehicles 5 arranged. A contact rail 23 fixed to the vehicle is arranged in an upper region of the transport body K. The contact rail 23 is arranged here, for example, directly on the roof of the cabin.

When passing through the cable car station 2, the contact rail 23 of the cable car vehicle 5 interacts with the ceiling guide rail 22a in the area of the guide section FA, for example by the contact rail 23 being in contact with the ceiling guide rail 22a. The ceiling guide rail 22a and the contact rail 23 are designed such that the transport body K in the area of the guide section FA from the (in Fig.2 shown on the right) ceiling guide rail 22a is pressed vertically downwards via the contact rail 23 on the right side. Due to the one-way acting guide, the conveyor body K is additionally pressed in the transverse direction towards or against the floor guide rail 21a, which is opposite in the direction of travel (in Fig.2 Left). As a result, the cable car vehicle 5 is forcibly guided in the area of the guide section FA essentially along the floor guide rail 21a, so that no or only very small pendulum movements are possible. This not only increases the objective safety of passengers when boarding and alighting, but also increases the subjective feeling of safety.

In the example shown in Fig.2 the floor guide rail 21a is arranged on the side of the platform 6 and the ceiling guide rail 22a is arranged in a stationary manner on the opposite side in an area above the cable car vehicles 5 passing through, for example on a suitable stationary structure of the cable car station 2. There is only one contact rail 23 on the transport body K here provided on only one side. Of course, a reverse arrangement would also be possible, as in Fig.2 is indicated by dashed lines. In this case, the floor guide rail 21a would be arranged on the opposite side of the platform 6, for example on a suitable stationary structure of the cable car station 2. The ceiling guide rail 22a would accordingly be arranged in a stationary manner on the side of the platform 6 above the platform 6. The contact rail 23 would also be arranged on the side of the cable car vehicle 5 facing the platform 6 on the transport body K in order to contact the ceiling guide rail 22a. If the cable car vehicle 5, as shown, includes a cabin as the transport body K, the contact rail 23 can be arranged, for example, on the roof of the cabin.

However, two vehicle-fixed contact rails 23 which extend in the direction of movement of the cable car vehicle 5 and are spaced apart from one another transversely to the direction of movement could also be arranged on the transport body K. For example, a contact rail 23 could be arranged on the transport body K on both sides of the cable car vehicle 5 (in Fig.2 solid line on the right and dashed line on the left). This could be advantageous, for example, if in the cable car station 2 several platforms 6 are provided one behind the other in the direction of movement and on opposite sides in the transverse direction. For example, in the direction of movement, there could first be a discharge area A with a Platform 6 on one side (eg left in the direction of movement) and a subsequent loading area E with a platform 6 on the opposite side (eg right in the direction of movement) can be provided one behind the other. On the cable car vehicle 5, in particular the cabin, a door 19 for loading/unloading could then preferably be provided on both sides (in Fig.2 indicated by dashed lines on the right).

Here, the unloading area A could, for example, be assigned a first guide section FA, which pushes the cable car vehicle 5 in the direction of the platform 6 of the unloading area (to the left), and the subsequent loading area E could have a second guide section FA with the floor guide rail 21a arranged in the opposite direction to the first guide section FA and ceiling guide rail 22a can be provided, which pushes the cable car vehicle 5 in the direction of the platform 6 of the loading area E (to the right). This embodiment could, for example, be advantageously provided at a middle station of a cable car 1 arranged between the mountain station and the valley station, since in this there is no turning of the cable car vehicles 5, but rather a passage on two sides (ascent and descent). If contact rails 23 are arranged on both sides of the cable car vehicle 5 (seen in the direction of travel) ( Fig.2 dashed + solid), but then only one of the two contact rails 23 would interact with a ceiling guide rail 22a, resulting in a vertical deflection of the conveyor body K relative to the suspension 17 in the area of the contact rail 23 and at the same time a slight deflection of the conveyor body K in the transverse direction takes place, for example in the direction of a floor guide rail 21a.

However, a combination of both variants would also be conceivable, in which a floor guide rail 21a and a ceiling guide rail 22a are arranged on both sides. In this case, however, only one contact rail 23 would still be provided on the transport body K (here, for example, above the door 19 of the cabin), which then, for example, only interacts with the ceiling guide rail 22a above the platform 6 in order to move the cable car vehicle 5 against the opposite floor guide rail 21a (here dashed). In this case, the contact rail 23 could also be arranged on the opposite side in the upper lateral (here right) area of the transport body K (here, for example, on the roof of the cabin). The contact rail 23 would then interact with the ceiling guide rail 22a on the opposite side of the platform 6 and push the cable car vehicle 5 towards the floor guide rail 21a arranged on the platform 6. This means that different cable car vehicles 5 could be used, in which the contact rail 23 is arranged either on the side facing the platform 6 in the upper region of the transport body K (in Fig.2 e.g. above the door 19 on the roof of the cabin) or on the opposite side in the upper area of the transport body K.

In the Fig.2 illustrated embodiment, in which the floor guide rail 21a is arranged directly on the platform 6 and the ceiling guide rail 22a on the opposite side of the platform 6 in the upper area above passing cable car vehicles 5 has the advantage that the transport body K is pressed in the direction of the platform 6. As a result, the gap between the cable car vehicle 5, in particular the transport body K, and the platform 6 or the floor guide rail 21a arranged thereon is minimized, in particular completely closed. This can further increase safety when loading/unloading, especially when people get in/out, because, for example, the risk of objects falling into the gap or parts of winter sports equipment getting caught in it can be reduced.

Preferably, a spacer element 24 is also arranged in a lower region of the cable car vehicle 5, which cooperates with the second guide device 21 in the region of the guide section FA, for example is in contact with the floor guide rail 21a, as in Fig.2 is shown on the left. If the cable car vehicle 5 has a cabin as the transport body K, it is particularly advantageous if the spacer element 24 is arranged on the cabin below the door and is designed as a running board. As a result, it is not the cabin and the floor guide rail 21a that are in direct contact, but rather the floor guide rail 21a and the spacer element 24 or the running board. As a result, for example, a smaller lateral deflection of the conveyor body K in the direction of the floor guide rail 21a is required. Alternatively or additionally, a spacer element 24 can also be arranged on the side of the cable car vehicle 5 opposite the platform 6, here for example on the side of the cabin opposite the door 19. If there is no door 19 on this side, the spacer element 24 does not have to be designed as a footboard, but could also be designed in any other way. For example, in the form of a suitable rail or as a shaped tube, which is attached to the cable car vehicle 5 at the appropriate distance in order to contact the floor guide rail 21a (here on the right) in the area of the guide section FA.

According to a further embodiment of the invention, it can be provided that at least two vehicle-fixed contact rails 23 which extend in the direction of movement of the cable car vehicle 5 and are spaced apart from one another transversely to the direction of movement are arranged on the transport body K and that at least two stationary first guide devices 22 are additionally provided in at least one guide section FA . One of the first guide devices 22 interacts with a respective contact rail 23 to generate the guide. The contact rails 23 could, for example, be located in the transverse direction on both sides of the cable car vehicle 5 be arranged in the upper area of the transport body K, here on the roof of the cabin, as in Fig. 2 (solid and dashed). The two stationary first guide devices 22 can be designed accordingly as ceiling guide rails 22a and simultaneously cooperate with the two contact rails 23 in order to shift the transport body K into the guide position relative to the suspension 17.

In contrast to the previously described embodiments, the transport body K is simultaneously loaded at two positions in the transverse direction by the first guide devices 22. This causes the transport body K to be pressed vertically downwards on both sides in the area of the contact rails 23 relative to the suspension 17 against the spring force or restoring force of the suspension units 20. The restoring forces of the suspension units 20 counteract this displacement, which results in a stable position of the transport body K. The ability of the conveyor body K to oscillate due to the sprung arrangement of the conveyor body K on the suspension 17 (which is desired outside of the guide section FA) is therefore deliberately limited as much as possible in the area of the guide section FA, in particular completely suppressed. As a result, lateral pendulum movements of the transport body K are reliably reduced, preferably avoided. Because the contact rails 23 interact with the respective first guide device 22 in the direction of movement over a relatively long range, pendulum movements of the conveyor body K in the direction of movement (swaying back and forth) are also reliably reduced, preferably largely avoided. The second (double) embodiment has the advantage over the first (single-sided) embodiment that there is essentially no lateral deflection of the conveyor body K in the guide section FA. As a result, for example, the floor of a cabin can be aligned essentially parallel to the platform 6 during the movement of the cable car vehicle 5 through the guide section FA, whereby the comfort when boarding/exiting can be further increased.

Regardless of the embodiment variant, at least one first guide device 22 and/or at least one second guide device 21 is preferably designed as a slide rail. Alternatively or additionally, a plurality of rotatably mounted rollers 25 could also be arranged one behind the other on at least one first guide device 22 and/or on at least one second guide device 21 in the direction of movement of the cable car vehicle 5. This allows the friction between the cable car vehicle 5 and the respective guide device 21, 22 to be reduced during the passage of the cable car vehicle 5 through the guide section FA.

In the example shown in Fig.2 Several rollers 25 are arranged on the ceiling guide rail 22a so that they can rotate one behind the other in the direction of movement of the cable car vehicle 5.

As a result, when the cable car vehicle 5 passes through, the friction can be reduced by the rollers 25 rolling on the corresponding contact rail 23 of the cable car vehicle 5. This enables smooth, low-noise guidance. For this purpose, for example, a suitable running surface for rolling the rollers 25 can also be provided on the contact rail 23. In general, the contact rail 23 is preferably made of a material with sufficiently high strength that is also suitable for the expected weather conditions. For example, a suitable metallic material or a suitable plastic can be used for this. The contact rail(s) 23 could, for example, also be integrated directly into the transport body K, for example into the roof of the cabin. As a result, the contact rail 23 could, for example, run essentially flush with the roof of the cabin, which improves the appearance of the cable car vehicle 5 and makes cleaning easier.

Fig.3 shows the cable car vehicle 5 Fig.2 in a side view from the opposite side of platform 6 (in Fig.2 from the right). In this illustration, the interaction of the stationary ceiling guide rail 22a of the cable car station 2 and the vehicle-mounted contact rail 23 of the cable car vehicle 5 can be clearly seen. The floor guide rail 21a is designed here as a slide rail along which the cable car vehicle 5 slides in the area of the guide section FA, preferably with the spacer element 24 attached thereto. On the slide rail and/or on the component of the cable car vehicle 5 that is in contact with it, for example the spacer element 24, a suitable sliding coating can be provided for this purpose, for example. Materials that are suitable for minimizing friction and enabling the quietest possible sliding movement, for example plastic, are advantageously used as the sliding coating. As an alternative to the slide rail, several rollers (not shown) can also be arranged one behind the other in the direction of movement on the floor guide rail 21a, analogous to the ceiling guide rail 22a.

The rollers would then roll on the cable car vehicle 5, preferably on the spacer element 24 arranged thereon. In order to reduce the mechanical loads on the cable car vehicle 5 and/or on a guide device 21, 22 and increase comfort for the passengers, according to a further advantageous embodiment of the invention, at least one first guide device 22 and/or on at least one second guide device 21 a damping device (not shown) may be provided. Alternatively or additionally, a damping device 26 could also be provided on at least one contact rail 23. The damping device can, in a known manner, comprise, for example, a mechanical spring or gas spring and a mechanical, pneumatic or hydraulic damper. In the simplest case, a suitable buffer element such as a rubber buffer could also be provided. In the Fig.3 Damping device 26 shown serves to cushion and dampen vertical movements of the cable car vehicle 5, which occur in particular when the cable car vehicle 5 enters the guide section FA.

As a result, hard impacts on the cable car vehicle 5 caused by the contact rail 23 hitting the ceiling guide rail 22a can be avoided. In an analogous manner, a damping device (not shown) could of course also be arranged on the floor guide rail 21a in order to cushion and dampen horizontal movements of the cable car vehicle 5 in the area of the guide section FA. The damping device 26 should have a sufficiently soft damping characteristic so that shocks are reliably absorbed, but should also be sufficiently hard so that pendulum vibrations of the cable car vehicle 5 are reliably suppressed. Any damping devices 26 on contact rails 23 and/or on the guide devices 21, 22 should therefore be designed to be relatively rigid in comparison to the sprung suspension (e.g. the suspension units 20) of the transport body K on the suspension 17. The slide rail could also use a sliding coating that has certain spring/damping properties.

As in Fig.3 is shown, the contact rail 23 can also have rounded ends when viewed in the direction of movement. Alternatively or additionally, the first guide device 22 can also have rounded ends when viewed in the direction of movement. This is advantageous because at the beginning of the guide section FA a continuously increasing contact pressure on the cable car vehicle 5 in the direction of movement is achieved. As a result, the transport body K is not shifted abruptly, but continuously from the rest position to the guiding position, which can improve comfort. In the same way, a continuously falling contact pressure can be achieved at the end of the guide section FA. In the example shown, both the ceiling guide rail 22a and the contact rail 23 are rounded. In principle, however, it would also be sufficient if only the contact rail 23 or the ceiling guide rail 22a had curved ends. In the example shown, two damping devices 26 are arranged between the contact rail 23 and the cable car vehicle 5, here the roof of the cabin, the function of which has already been described. In Fig.3 It can also be seen that the contact rail(s) 23 extend in the direction of movement over a relatively large area of the transport body K. The length of the contact rails 23 is chosen so that the contact with the corresponding first guide devices 22 takes place over a sufficiently long length, so that pendulum movements of the conveyor body K in the direction of movement (forward (back) pendulum) can be reliably avoided.

As has already been explained, the transport body K of the cable car vehicle 5 is sprung, for example by means of at least one suspension unit 20, that is to say it can be attached to the suspension 17 so that it can oscillate, in order to increase the comfort for the passengers during the journey. In the example shown, four suspension units 20 are arranged between the suspension 17 and the transport body K (the cabin), as in Fig.2 iVm Fig.3 is visible. Due to the interaction of the ceiling guide rail 22a and the contact rail 23 arranged on the cabin, the suspension units 20 are preferably prestressed in the area of the guide section FA in such a way that when people get in/out or generally when loading/unloading the cable car vehicle 5, there is no or only a lot Slight pendulum movements of the cable car vehicle 5 and/or only a slight sinking of the cable car vehicle 5 are possible due to the weight of the load.

In the one-sided variant, the transport body K is pressed down on one side relative to the suspension 17 by the interaction of the contact rail 23 with the first guide device 22 of the cable car station 2. , As a result, the suspension units 20 are rebounded on the respective side and thereby prestressed. The suspension units 20 on the other side are correspondingly deflected because the transport body K on this side moves upwards relative to the suspension 17 due to a torque generated by the manager. According to the example shown Fig.2 and 3 The ceiling guide rail 22a and the contact rail 23 (and possibly the floor guide rail 21a) could be designed so that the platform-side suspension unit/s 20 (in Fig.2 left) should be compressed as much as possible in the vertical direction and the suspension unit(s) 20 (in.) opposite the platform 6 Fig.2 right) should be pulled apart as far as possible in the vertical direction. This means that in the area of the guide section FA, the otherwise advantageous (during the journey between the cable car stations 2) vibration-capable suspension of the transport body K on the suspension 17 is essentially blocked, so that the cable car vehicle 5 can be moved through the guide section FA as free as possible from disruptive pendulum movements.

In the two-sided variant, the transport body K is pressed down relative to the suspension 17 on both sides by the interaction of the contact rails 23 spaced apart in the transverse direction with the ceiling guide rails 22a of the cable car station 2 on both sides. As a result, the suspension units 20 are deflected on both sides and thereby prestressed. The ceiling guide rails 22a and the contact rails 23 in Fig.2 (dashed and solid) are preferably structurally designed so that the platform-side suspension unit(s) 20 (in Fig.2 left) and the suspension unit(s) 20 (in.) opposite platform 6 Fig.2 right) must be pulled apart as far as possible in the vertical direction so that the restoring forces of the Suspension units 20 stabilize the transport body K. This essentially blocks the resilient suspension of the transport body K on the suspension 17 in the area of the guide section FA, so that the cable car vehicle 5 can be moved through the guide section FA as free as possible from disruptive pendulum movements.

In Fig.4 a cable car station 2 according to the invention of a cable car designed as a gondola lift is shown, the basic structure of which essentially corresponds to the cable car station Fig.1 corresponds. The direction of movement of the conveyor rope 4 and thus the direction of movement of the cable car vehicle 5 is marked by the arrows. Accordingly, an exit area or generally an unloading area A between two barriers 18a, 18b is provided on the platform 6 on the left. On platform 6 on the right there is an entry area or generally a loading area E between two barriers 18c, 18d. By way of example, the unloading area A here extends partly over the straight area of the platform 6 and partially into the curved area of the platform 6. The loading area E here only extends along the straight section of the platform 6. Of course, this is only to be understood as an example and Any other arrangement could also be provided.

A first guide section FAa is provided in the unloading area A and a second guide section FAb is provided in the loading area E. The guide sections FAa, FAb are designed here according to the first exemplary embodiment, so they each have a one-sided, stationary first guide device 22 and a one-sided, stationary second guide device 21, as shown Fig.2 +3 was explained. A first floor guide rail 21a.1 is arranged on the platform 6 in the unloading area A and a second floor guide rail 21a.2 is arranged on the platform 6 in the loading area A. Opposite the platform 6 of the unloading area A, a first ceiling guide rail 22a.1 is arranged in an upper area of the cable car station 2, above the cable car vehicles 5 passing through, and opposite the platform of the loading area E, a second ceiling guide rail 22a.2 is arranged in the upper area. For better visibility, the conveyor cable 4 and the pulley 3 are shown broken in the area of the ceiling guide rails 22a.1, 22a.2. Only one contact rail 23 is arranged on the transport bodies K of the cable car vehicles 5.

On both ceiling guide rails 22a.1, 22a.2, several rollers 25 are arranged one behind the other in the direction of movement, which interact with the contact rail 23 of the cable car vehicle 25 located in the respective guide section FAa, FAb, in particular rolling on it. As a result, the respective cable car vehicle 5 is pressed towards or against the floor guide rail 21a.1, 21a.2 as described. The ceiling guide rails 22a.1, 22a.2 run parallel to the respective platform 6, wherein the first ceiling guide rail 22a.1 extends into the curve area and accordingly has a curvature. As shown by the dashed line between the two ceiling guide rails 22a.1, 22a.2 in Fig.4 is indicated, instead of two separate ceiling guide rails 22a.1, 22a.2, a single continuous ceiling guide rail could of course also be provided and a single continuous floor guide rail could similarly be provided on the platform 6.

The based on the Fig.1-Fig.4 The exemplary embodiments described are of course only to be understood as examples and not as restrictive of the invention. For example, the invention is not limited to the circulation cable car shown, but could of course also be used for other types of cable cars, for example aerial tramways. The cable car vehicles 5 can also be designed in any other way. Essential to the invention is the functional principle, according to which pendulum movements of the transport body K in the longitudinal and transverse directions in the area of the guide section FA are reduced by at least one stationary first guide device 22 of the cable car station 2 interacting with a vehicle-fixed contact rail 23 of the cable car vehicle 5 arranged on the transport body K, in order to exert a managerial force on the transport body K, which shifts the transport body K from a rest position (outside the guide section FA) into a guide position within the guide section FA. The specific constructive implementation is at the discretion of the expert.

Claims (17)

1. Cableway (1) having at least two cableway stations (2) and at least one cableway vehicle (5) that can be moved between the cableway stations (2) using a traction cable (4), the cableway vehicle (5) having a conveying body (K) and a suspension (17), the conveying body (K) serving to accommodate persons and/or objects and the conveying body (K) being suspended on the suspension (17), at least one vehicle-fixed contact rail (23) which extends in the direction of movement of the cableway vehicle (5) being arranged on the conveying body (K), and at least one guiding portion (FA) having at least one stationary first guiding device (22) which extends in the direction of movement of the cableway vehicle (5) being provided in at least one cableway station (2), characterized in that the conveying body (K) is suspended in a spring-loaded manner on the suspension (17) and in that the first guiding device (22) cooperates with the contact rail (23) of the cableway vehicle (5), at least during the movement of the cableway vehicle (5) through the guiding portion (FA), in order to generate a guiding force, the guiding force shifting the conveying body (K) relative to the suspension (17) from a rest position, in which the cableway vehicle (5) can be moved outside of the guiding portion (FA), into a guidance position, in which the cableway vehicle (5) can be moved through the guiding portion (FA).
2. Cableway (1) according to claim 1, characterized in that at least two vehicle-fixed contact rails (23) which extend in the direction of movement of the cableway vehicle (5) and are spaced apart from one another transversely to the direction of movement are arranged on the conveying body (K) and in that at least two stationary first guiding devices (22) are provided in at least one guiding portion (FA), in each case one of the first guiding devices (22) cooperating with a contact rail (23) in order to generate the guiding force.
3. Cableway (1) according to either claim 1 or claim 2, characterized in that at least one first guiding device (22) is designed as a ceiling guide rail (22a) which is arranged on a stationary structure in the upper region of the cableway station (2), and in that the corresponding contact rail (23) is arranged in an upper lateral region on the conveying body (K).
4. Cableway (1) according to any of claims 1 to 3, characterized in that preferably at least one guiding portion (FA) is provided with at least one stationary second guiding device (21) which extends in the direction of movement of the cableway vehicle (5), with the conveying body (K) being deflected in the direction of the second guiding device (21) by means of the guiding force in the region of the guiding portion (FA), the second guiding device (21) cooperating with the cableway vehicle (5) in the region of the guiding portion (FA) to guide the cableway vehicle (5).
5. Cableway (1) according to claim 4, characterized in that at least one second guiding device 21 is designed as a floor guide rail (21a) which is arranged on a stationary structure in the lower region of the cableway station 2.
6. Cableway (1) according to any of claims 1 to 5, characterized in that at least one first guiding device (22) is designed as a slide rail and/or in that at least one second guiding device (21) is designed as a slide rail, and/or in that a plurality of rotatably mounted rollers are arranged one behind the other in the direction of movement of the cableway vehicle (5) on at least one first guiding device (22), and/or in that a plurality of rotatably mounted rollers are arranged one behind the other in the direction of movement of the cableway vehicle (5) on at least one second guiding device (21).
7. Cableway (1) according to any of claims 1 to 6, characterized in that at least one first guiding device (22) and/or at least one second guiding device (21) has a damping apparatus, and/or in that the at least one contact rail (23) has a damping apparatus (26).
8. Cableway (1) according to any of claims 1 to 7, characterized in that the conveying body (K) is designed as a cable car.
9. Method for operating a cableway (1) having at least one cableway vehicle (5) that can be moved between the cableway stations (2) using a traction cable (4), the cableway vehicle (5) having a conveying body (K) and a suspension (17), the conveying body (K) serving to accommodate persons and/or objects and the conveying body (K) being suspended on the suspension (17), the cableway vehicle (5) being moved in a guiding portion (FA) of a cableway station (2), a stationary first guiding device (22) of the cableway station (2), which guiding device extends in the direction of movement of the cableway vehicle (5), cooperating, during the movement of the cableway vehicle (5) through the guiding portion (FA), with a vehicle-fixed contact rail (23) which is arranged on the conveying body (K) and which extends in the direction of movement of the cableway (5), characterized in that the conveying body (K) is suspended in a spring-loaded manner on the suspension (17), and in that the first guiding device (22) and the contact rail (23) cooperate in order to generate a guiding force by means of which the conveying body (5) is moved, during the movement through the guiding portion (FA), relative to the suspension (17) from a rest position, in which the cableway vehicle (5) is moved outside of the guiding portion, into a guidance position, in which the cableway vehicle (5) is moved through the guiding portion (FA).
10. Method according to claim 9, characterized in that two stationary first guiding devices (22) of the cableway station (2), which guiding devices extend in the direction of movement of the cableway vehicle (5), cooperate, during the movement of the cableway vehicle (5) through the guiding portion (FA), with two vehicle-fixed contact rails (23), which are arranged on the conveying body (K) so as to be spaced apart transverse to the direction of movement and which extend in the direction of movement of the cableway (5), in order to generate the guiding force, in each case one of the first guiding devices (22) cooperating with one of the contact rails (23).
11. Method according to either claim 9 or claim 10, characterized in that a ceiling guide rail (22a) is used as the first guiding device (22), which ceiling guide rail is arranged on a stationary structure in the upper region of the cableway station (2), and in that the corresponding contact rail (23) is arranged in an upper lateral region on the cableway vehicle (5).
12. Method according to any of claims 9 to 11, characterized in that in the region of the guiding portion (FA), the conveying body (K) is deflected, by means of the guiding force, in the direction of a stationary second guiding device (21) which is arranged in the guiding portion (FA) and extends in the direction of movement of the cableway vehicle (5), the second guiding device (21) in the region of the guiding portion (FA) cooperating with the cableway vehicle (5) in order to guide the cableway vehicle (5).
13. Method according to any of claims 9 to 12, characterized in that a floor guide rail (21a) is used as the second guiding device (21), which floor guide rail is arranged on a stationary structure in the lower region of the cableway station (2).
14. Method according to any of claims 9 to 13, characterized in that a slide rail is used as at least one first guiding device (22) and/or as at least one second guiding device (21), and/or in that a plurality of rotatably mounted rollers are arranged one behind the other in the direction of movement of the cableway vehicle (5) on at least one first guiding device (22) and/or on at least one second guiding device (21).
15. Method according to any of claims 9 to 14, characterized in that a damping apparatus is provided on at least one first guiding device (22) and/or on at least one second guiding device (21), and/or in that the at least one contact rail (23) is arranged on the conveying body (K) by means of at least one damping apparatus (26).
16. Method according to any of claims 9 to 15, characterized in that, in a lower region of the cableway (5), at least one spacer element (24) which cooperates with the second guiding device (21) in the region of the guiding portion (FA) is arranged on at least one side in order to guide the cableway vehicle (5).
17. Method according to any of claims 9 to 16, characterized in that a cable car is used as the conveying body (K).

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