DE102017002955B4 - Method of operating a cable car and cable car as such - Google Patents

Abstract

Method for operating a cable car with electrical energy supply from electrical consumers (31) in the cable car-side transportation equipment (24, 25) with power transmission via the cable car cable (1, 1'), with at least one galvanic (16) and/or inductive coupler (53 ) introduces and/or induces a current (ISeil) in the cable car cable (1, 1'), which is decoupled at the cable car-side transportation equipment (24, 25) via inductive decouplers (4-7) and fed into the electrical consumer (31) on the transportation equipment side , characterized in that the at least one decoupling device (4-7) on the vehicle side converts the current inductively decoupled from the cable car cable (1, 1') with a decoupling module (27) via a clocked power controller (49) into a decoupling current proportional to the cable current.

Description

The invention relates to a method for operating a cable car and a cable car according to the preambles of patent claims 1 and 2, in which the focus is on the driving equipment coupled to the cable car cable being supplied with energy.

For the term "cable car" used here, the terms "cable car" or "cable car" are also used. The more general term "cable car" is therefore also used.

The cable car is associated with transportation equipment (cabins, gondolas, chairs, material baskets, buckets, lorries, Hunte, cable slides) that are carried by one or more cables - usually wire cables - and moved suspended in the air without fixed guides. They can be used to transport people, animals or goods

• Zu den Luftseilbahnen werden zum Beispiel im Österreichischen Seilbahngesetz folgende Typen gezählt:
  • • Pendelseilbahnen, dabei werden deren Fahrbetriebsmittel ohne Wechsel der Fahrbahnseite zwischen den Stationen bewegt;
  • • Umlaufseilbahnen, deren Fahrbetriebsmittel auf beiden Fahrbahnseiten umlaufend bewegt werden. Dazu gehören
  • • Kabinenseilbahnen, auch Gondelbahnen genannt, deren allseits geschlossene Fahrbetriebsmittel mit dem Seil betrieblich lösbar oder nicht lösbar verbunden sind;
  • • Kombibahnen, bei diesen werden in abwechselnder Reihenfolge geschlossene Kabinen/Gondeln und offene Liftsessel als Fahrbetriebsmittel eingereiht;
  • • Sesselbahnen, das sind Seilbahnen, deren nicht allseits geschlossene Fahrbetriebsmittel mit dem Seil betrieblich lösbar verbunden sind;
  • • Sessellifte, deren nicht allseits geschlossene Fahrbetriebsmittel mit dem Förderseil betrieblich nicht lösbar verbunden sind.
• Eine eigene Kategorie bilden die
  • • Kombilifte, Anlagen, die im Winter als Schlepplift betrieben werden und im Sommer als Sesselbahn.
• Zwar vom SeilbG erfasst, aber keine Luftseilbahnen sind naturgemäß die auf dem Boden fahrenden
  • • Schlepplifte, kuppelbar und fixgeklemmte Anlagen zum Transport für Wintersportler mit angeschnalltem Wintersportgerät, für 2 oder 1 Person, selten auch für mehr;
  • • Schlepplifte mit niedriger Seilführung zum Anhalten am Seil oder an Bügeln.
• Die Gondeln einer Gruppenbahn begegnen einander auf halber Strecke. Gesondert behandelt werden
  • • Materialseilbahnen.
• Vom österreichischen Seilbahngesetz nicht erwähnt werden
  • • Korblifte, die am Förderseil fixgeklemmte Stehkörbe zur Beförderung von Passagieren haben - in Italien früher weit verbreitet

The following additional ropeway types are covered by the invention:

• The Austrian Cable Car Act, for example, includes the following types of cable cars:
  • • Pendulum ropeways, in which the means of transport are moved between the stations without changing the side of the road;
  • • Circulating cable cars, the means of transport of which are moved on both sides of the track. This includes
  • • Cabin cableways, also known as gondola lifts, whose all-round closed transportation equipment is operationally detachably or non-detachably connected to the cable;
  • • Combined lifts, in which closed cabins/gondolas and open lift chairs are used in alternating sequence;
  • • Chair lifts, these are cable cars whose transport equipment, which is not closed on all sides, is operationally detachably connected to the cable;
  • • Chairlifts, whose transport equipment, which is not closed on all sides, is operationally not detachably connected to the hoisting rope.
• They form a separate category
  • • Combination lifts, installations that are operated as drag lifts in winter and as chair lifts in summer.
• Although covered by the SeilbG, by their very nature, those that travel on the ground are not aerial cableways
  • • T-bar lifts, detachable and fixed-grip systems for transporting winter sports enthusiasts with their winter sports equipment strapped on, for 2 or 1 person, rarely for more;
  • • T-bar lifts with a low rope guide for stopping at the rope or at the brackets.
• The gondolas of a group lift meet each other halfway. be treated separately
  • • Material ropeways.
• Not mentioned by the Austrian cable car law
  • • Basket lifts, which have standing baskets clamped to the hoisting rope for transporting passengers - formerly widespread in Italy

The Austrian Cable Car Act defines the "circulating cable car" systems, which are generally referred to as "circulating cable cars", and the "pendel cable car" systems, which are referred to as aerial tramways.

• • 2S-Bahn, die moderne Form einer Zweiseil-Gondelbahn (ein Tragseil, ein Zugseil);
• • 3S-Bahn, eine Dreiseil-Gondelbahn; (zwei Tragseile, ein Zugseil)
• • Gruppenbahnen (Gruppenumlaufbahnen und Gruppenpendelbahnen), dabei werden zwei bis fünf Kabinen in knappem Abstand voneinander an das Zugseil oder Förderseil geklemmt.
• • Funitel, eine Gondelbahn mit einem als Doppelschleife verlegten Förderseil, bei dem in jeder Richtung zwei Stränge in die gleiche Richtung laufen, so dass die Kabinen mit sehr kurzen Gehängen an zwei weit auseinanderliegenden Förderseilen kuppelbar geklemmt sind;
• • Funifor, eine einspurige Pendelbahn mit zwei weit auseinanderliegenden Tragseilen und einem in einer Doppelschleife verlegten, endlos gespleißten Zugseil.

The following type designations are also in use

• • 2S-Bahn, the modern form of a two-cable gondola (one carrying cable, one traction cable);
• • 3S-Bahn, a three-cable gondola; (two suspension ropes, one traction rope)
• • Group lifts (group orbital lifts and group aerial tramways), in which two to five cabins are clamped to the traction cable or hoisting cable at a short distance from each other.
• • Funitel, a gondola lift with a hoist rope laid as a double loop, with two strands running in the same direction in each direction, so that the cabins are clamped with very short hangers and can be coupled to two hoist ropes that are far apart;
• • Funifor, a single-track aerial tramway with two widely spaced carrying cables and an endlessly spliced traction cable laid in a double loop.

Different counting systems are in use for the number of ropes that lead to the designation of a cable car. Whilst it has become common practice to add up the number of hoisting, traction and suspension cables per "lane" (i.e. per direction of travel) (a three-cable railway, for example, has two suspension cables and one traction cable, the Funitel with a parallel cable loop is accordingly a two-cable car), sometimes only the "system-determining functions of the ropes" are counted, for example "carrying and pulling". A Funitel is then called “double single rope circuit bahn", a two-cable car is defined as a "cable car in which the vehicles are carried by at least one carrying cable and moved by at least one traction cable".

In a special embodiment, the invention relates to the fact that the means of transport are designed, for example, as cable car gondolas, as load carriers, as cable car chairs, as support platforms or the like, and the invention deals with the problem of these, which are arranged at a mutual distance from one another and with the cable car cable directly or indirectly connected driving equipment, to supply electrical energy separately, which feeds an electrical consumer arranged there on or in the driving equipment.

In particular, the invention relates to the electrical supply of consumers on the vehicle equipment side with an electrical output of more than 100 watts, preferably 1000 watts and more. The currents used for this can be direct or alternating currents and are in the range between 0.5 and 50 amperes at supply voltages between 12 volts and 400 volts.

For example, in hot countries there is a need to use a cable car with cable car gondolas arranged thereon for passenger transport, with air conditioning being to take place in the interior of the gondola. It is known to use an electrically operated air conditioning unit as air conditioning, which, however, has a power requirement of a few kilowatts.

So far, it was only known to provide storage batteries in the cable car gondola itself to supply power to such high-current consumers in order to ensure that the energy is available in the gondola for a certain period of time during the operation of the gondolas, for example to operate such a unit.

In addition to the operation of air conditioning units, which require relatively high electrical power, there are other applications that have a relatively large power requirement. This can be, for example, electrical consumers, such as electrical heating or ventilation, information systems with a high power requirement, entertainment media and the like.

The invention is not limited to the type of energy supply to consumers on a cable car. Instead of arranging gondolas, for example, cable car chairs can also be supplied with energy, for example to enable seat heating on the cable car chair.

It has been found that carrying storage batteries in the cable car gondola or on the cable car chair leads to uneconomical operation due to the high weight and low current density. The batteries have to be charged regularly and only have a relatively low storage density, so that high currents can only be drawn from such power storage devices over a relatively short period of time.

It is also known that the storage battery is briefly charged when passing through the mountain or valley station, but this is associated with an unacceptably short charging time and undesirably high impulse currents, which result in only a low charging of the storage battery and shorten its service life.

Overall, therefore, storage batteries have turned out to be uneconomical.

In the case of the known chair heaters in chairlifts, it is known that the seat heater, which consists of electrical resistance wires, can be briefly supplied with a high current pulse when passing through the valley and/or mountain station, without using a storage battery. However, this has the disadvantage that a relatively high current surge has to be applied and the seat heating on the uphill and downhill side is first heated to a high temperature, which then drops during the transport and leads to unacceptable temperature differences during transport.

With the subject of DE 10 71 139 A a telecommunications system is known in which electrical control or information signals are transmitted via the cable car cable of cable cars. It is a low-power telephony system. Such a transmission technique is not suitable for enabling high-current transmission via the cable car cable, with the present invention, for example, providing for currents in the cable car cable in the range of several 100 amperes, with voltages in the range of a few 100 volts being provided.

In general, this means that, in the case of the invention, relatively high currents at low, harmless contact voltages should be transmitted via at least one electrically conductive hoisting and/or traction and/or support cable in order to rule out a potential hazard.

With the subject of E 10 71 139 A, it is not possible to transmit large powers, because only the information to be transmitted is transmitted through impedance changes in a separation point between at least two cables and the Transmission takes place via electrically conductive contacts.

The same disadvantage also applies to the DE 93 15 875 U1 in which likewise only one device is provided for coupling in or for receiving electrical signals into or out of a power transmission cable. Here, too, the transmission technology shown would not be suitable for transmitting high electrical power levels via the carrying cable and/or the hauling cable of a circulating cableway.

the DE 199 44 919 A1 describes a method for communication in an aerial cableway, with a low-current communication signal between the cabin and the mountain or valley station of a cable car being electrically and/or magnetically coupled into the carrying cable and/or the traction cable of the cable car. Inductive coupling by means of toroidal coils is preferably used.

Toroidal coil formers are used to feed the cable into the ropeway and to decouple it from the transportation equipment. For this purpose, a transmitting modem generates an alternating current that is modulated according to a communication signal to be transmitted. This current is passed through the transmitting coil, where it creates a magnetic field, which in turn induces a current in the ropeway. The cable car cable forms part of a circuit that is closed via the cable car cable, which is possibly returned in the opposite direction, and/or the earth.

Suitable modems must therefore be used in the cabin and in the mountain or valley station in order to use the transmitted signals for communication purposes. This type of inductive coupling with modems also does not allow high power to be transmitted.

The invention is therefore based on the object of supplying the operating equipment (=transport components) arranged on the circulating cableway in a cable car with high electrical power in the range between 100 watts and 10 kW.

The invention is characterized by the technical teaching of claims 1 and 2 in order to solve the task at hand. Advantageous configurations are specified in subclaims 3 to 9.

Features of the invention are a method for operating a cable car and a cable car with electrical energy supply from electrical consumers in the cable car-side transportation equipment with power transmission via the cable car cable, with at least one galvanic and/or inductive coupler supplying a current with an effective value of more than 50 amperes ( Irope) enters and/or is induced in the ropeway rope, which is decoupled at the ropeway-side transportation equipment via inductive decouplers and fed into the electrical consumer on the transportation equipment side.

As indicated in the introductory part of the description, the invention applies to all types of cable cars that are indicated in the introductory part of the description. The only important thing is to supply the electrical consumers arranged in the transportation equipment with electrical energy in the range of the orders of magnitude specified above.

It is also sufficient for the electrical energy on the vehicle side to be transmitted via a single, electrically conductive cable car cable. Therefore, in the following description of the invention, no distinction is made between carrying, traction and hoisting ropes, because the required electrical energy can be transmitted via each of these ropes or via several of the specified ropes, provided they are electrically conductive.

In the first variant, it is provided that the transportation equipment, which is arranged at regular intervals and consists, for example, of cabins, chairs, load platforms and the like, is firmly attached to a revolving cable car cable and is guided with the cable car cable over deflection rollers arranged on the valley and mountain sides are.

In another embodiment of the invention, provision is made for the cabins to be moved along the cable car cable by means of rollers on a fixed cable car cable which does not require any deflection rollers.

The invention therefore provides for all embodiments of cable cars, in particular cable cars with load platforms, with work platforms, with platforms on which tools or work equipment are attached that have to be supplied with energy or cranes and other lifting tools that also have revolving support and/or hoisting and/or traction cables, which are also intended to transmit electrical energy to the transportation equipment (supporting components) arranged on them.

The invention also relates to other variants of cable cars in which a so-called coupling station is present. In such a variant, the transportation equipment (supporting components) arranged on the cable car rope, e.g. B. gondolas or chairs, uphill and downhill coupled, introduced there into a coupling station, deflected in the direction of transport and coupled again with the circulating cable car rope on the opposite side of the coupling station.

All embodiments of cable cars according to the introduction to the description are therefore encompassed by the inventive concept of the invention.

Furthermore, the invention leaves open and claims all embodiments in which a high-current energy transmission takes place via the cable car cable and/or via the traction cable assigned to the cable car cable and running parallel to the cable car cable and/or via a hoisting cable.

Energy can be transmitted via the cable car cable alone or energy can be transmitted via the traction cable alone or via a hoisting cable alone or a combination of energy transmission via the support and/or traction cable and/or hoisting cable. Hoisting ropes are also used in hoists such as cranes, mine elevators and the like, so that electrical energy is also transmitted via the hoisting and/or load ropes of such rope-bound hoists.

Insofar as the term “suspension cable” is used in the following description of the invention, this is not to be understood as limiting. This term is only chosen to simplify the description and means all types of ropes and cables, in particular traction, carrying or hoisting ropes that are electrically conductive.

Advantageously, it is provided that a galvanic coupling of the electrical energy takes place in the valley and/or mountain station in the area of the deflection rollers on the carrying cable side and an inductive decoupling of the energy transmitted via the cable car cable takes place in the area of the transport equipment (load or support components).

In such an embodiment, it can be provided that electricity is fed in only on the valley side and not on the mountain side.

In a second variant, it can be provided that the current is fed in in the central region of the cable car onto the cable car cable (= and/or hoisting cable and/or traction cable).

There are then no power feeds on either the valley or the mountain side and the middle feed - in the middle area between the mountain and valley stations - has the advantage that there is no danger of contact at the feed point, where there is a relatively high voltage, because the feed takes place neither on the mountain nor on the valley side and therefore there is no danger of contact for the people who are only present at the mountain and valley station.

In this case, the valley and mountain stations are even earthed, so that no dangerous contact voltages can arise at the uphill and downhill entry and exit points.

In a third variant, although there is a galvanic coupling as in the second variant for the purpose of feeding in current, the current is fed in with two opposite voltages and two opposite current feed modules, so that the contact voltage at the feed point is halved compared to grounding.

In a fourth variant, it is provided that the galvanic coupling takes place via cable car rollers at several positions in the area of the longitudinal extent of the suspension cable and/or the traction cable and that the galvanic coupling - as in the third variant - takes place via two oppositely polarized current feeds, so that here on opposite currents are generated at each feed point and the voltages fed in are halved compared to ground.

Such a feed can take place at many points along the support cable and/or traction cable, so that the invention provides that a large number of feed points can be present, which preferably enable galvanic coupling to the support cable and/or traction cable.

In a fifth variant, it is described that an inductive coupling of the power supply takes place in the valley and/or mountain station and that coupling stations are now used for a special type of cable car, with the coupling station in a first variant only being arranged on the valley side and the feeding there takes place, while on the mountain side the coupling station arranged there does not provide for a feed point.

In a variant derived from this, it can be provided that both the coupling station on the valley side and the coupling station on the mountain side form assigned feed points.

A feature of the invention is the inductive decoupling on the moving equipment of the cable car, ie on the gondolas, chairs, support platforms and work platforms.

The principle of the invention is based on the fact that a relatively high current is transmitted either inductively or galvanically to the self-contained, revolving supporting and/or traction cable and/or hoisting cable or—alternatively—to a cable car cable that is only clamped at the end. The galvanic feed is via contacts, e.g. B. sliding contacts (galvanic) or via inductive transmission means that work inductively in the manner of transformers.

From the point of view of the feed point, the electrically conductive ropeway acts as a secondary coil of a transformer, consisting of a single turn.

In this way, an alternating current is transmitted to the carrying and/or traction cable and/or hoisting cable at the feed point. The term “alternating current” is understood to mean all possible forms of alternating current, in particular a sinusoidal, a square-wave, and all alternating forms of alternating current in between.

It is therefore not important that the current fed in is purely sinusoidal.

On the primary side, for example, a high-voltage current with a power of 40 kW and a voltage of 400 volts can be fed in and the power fed in is inductively transmitted from the primary coil to the carrying and/or traction cable running past. In this way, a current in the range of a few hundred amperes is induced in the passing support or traction cable, with the voltages induced in the cable car cable being at a low and harmless contact voltage.

The current induced in the passing support and/or traction cable propagates in both directions of the passing cable, i.e. in the upper and lower strand of the passing support and/or traction cable, provided it is a self-contained ropeway cable.

In the case of inductive coupling, a circulating current is formed which, starting from the coupler, flows in one direction of the ropeway rope and returns from the other side to the coupler.

The current induced in the ropeway can also be discharged via the downhill and uphill grounding of the coupling station.

Instead of the inductive coupling at a single point in the supporting and/or traction cable, it can be provided that different coupling stations are provided along the cable car cable.

It has already been described above that such coupling stations can also be arranged in the middle or at any point on the supporting or traction cable, so that it is not important that the coupling station is arranged uphill and/or downhill.

In addition to the inductive coupling, the present invention advantageously also provides a galvanic coupling via corresponding sliding contacts.

Such couplings can be provided both on the mountain side and on the mountain and valley side, or only on the valley side and also at any other point of the circulating cable.

Provision can be made for the respective coupler to be able to be opened and closed mechanically both in the case of galvanic and inductive coupling, namely whenever the coupling claw of the transportation equipment, which is arranged on the carrying and/or traction means, runs past .

The invention thus provides mechanically movable or also mechanically fixed inductive and galvanic couplers.

A suspension rope or traction rope of a cable car is understood to mean all types of known suspension and/or traction ropes and/or hoisting ropes. In particular, it is envisaged that such sides consist of individual metallic strands which are twisted together. However, electrically conductive tubular, cylindrical or monofilament cables can also be used.

A particular advantage is that existing cable cars - of any type - can be converted with the measures according to the invention, because it is very easy to provide suitable galvanic or inductive couplers that are able to transfer high currents to the electrically conductive cable and corresponding provide decouplers, which are arranged on a corresponding, arranged on the ropeway driving equipment.

The principle of the present invention is that the one or more couplers couple a relatively high alternating current into the electrically conductive cable at harmless contact voltages, with this coupling being able to take place galvanically and/or inductively.

At the respective means of transport, such. B. the cable car gondola, the chair or the work platform, a so-called inductive decoupler is then provided.

The decoupler encompasses the support and/or traction cable and is part of the decoupling module, which in turn consists of a power controller, a processing unit, an optional standard DC/DC converter, an optional radio or communication unit and an optional inverter.

From the point of view of the decoupler on the driving equipment side, the ropeway rope is to be regarded as a primary coil in which an alternating current with high current intensity propagates. According to the invention, the inductive decoupler is embodied as a transformer whose secondary coil encompasses the cableway rope, which is to be regarded as the primary coil. The inductively transmitted electrical power is converted to a current, frequency and voltage form that is suitable for the consumer in a power module on the vehicle's equipment side with a subsequent optional voltage and frequency converter.

The current impressed by the ropeway rope into the secondary coil of the decoupler is rectified and smoothed in the power controller. The now unipolar alternating current is routed back to the decoupler secondary winding via an electronic changeover switch, either directly or indirectly via a storage capacitor.

The electronic changeover switch described can be constructed from two controlled transistors or from one controlled transistor and one passive diode, but is not limited to this configuration. The power consumption is measured schematically using a resistor. Based on this, the controller uses the duty cycle of the switch to regulate the energy transferred into the capacitor and delivered to the load or returned to the output coupler secondary winding.

The power module formed in this way has a power regulator. In contrast to known switched-mode power supplies, this supplies the storage capacitor with a voltage that changes with the energy drawn. From the point of view of the rope current, the impedance of the coupled secondary winding changes depending on the energy drawn from the rope.

In the simplest embodiment of the decoupler module, this variable DC output voltage is already sufficient, for example, to supply variable energy to a connected heating resistor. However, a standard DC/DC converter step-up converter or step-down converter can also optionally be connected downstream, which in turn converts the variable DC voltage into a constant DC voltage.

As a result, an island network with the usual 50Hz and 230V AC voltage can be generated from this constant DC voltage with the help of an inverter.

In each of these cases, however, it is the task of the decoupler module to change the variable DC voltage in such a way that the energy drawn from the cable corresponds on the one hand to the energy requirements of the downstream consumers and on the other hand to a decoupler current that is adapted to the winding ratio between the cable and the decoupler.

The term "variable DC voltage" means that the power in the connected consumer can be regulated with a variable voltage. The higher the voltage generated in the power regulator, the higher the power drawn and made available to the consumer.

Provision can also be made for using a constant voltage instead of a variable voltage, in which case the power drawn for the consumer is also constant.

In any case, the decoupler module is controlled via a digital controller. In the simplest embodiment, this can vary the pulse duty factor of the switch in the power controller completely independently of other system components.

In a preferred embodiment, the controller is designed as a digital computer, which also has an optional communication unit for connecting to a control center. The control center has knowledge and control of the power drawn from each decoupling module via this communication connection.

This makes it possible for the control center to influence the power drawn or fed in at each decoupling module. In this context, the term power refers to both active power and reactive power.

In the preferred embodiment of the present invention, the output coupler consists of a laminated iron core around which a coil, which is designed as a toroidal coil, is wound.

In the first embodiment, it can be provided that the inductive decoupler, which is designed as a laminated iron core, is firmly connected to the cable car cable together with the mechanical coupling of the transportation equipment to the cable car cable and only a coupling of the current flowing in the cable car cable to the laminated iron core and the coil arranged thereon takes place via an inductive transmission.

In the other embodiment, it can be provided that the laminated iron core is designed as a half-shell or as a quarter-shell, i.e. it is divided into any number of ring segments and the ring segments can be connected via appropriate hinges or other locking devices to form a fully circumferential laminated, complement tubular iron core. In this case, too, the laminated iron core can be opened and closed. In operation, however, it is closed and transmits the electrical power from the cable car rope to the toroidal coil on the iron core via a magnetic coupling.

In another embodiment, it can be provided that the inductive decoupler is connected directly to the cable clamp of the vehicle, such as. B. the cable car gondola, the chair and the like.

With certain transportation equipment, it is known that these can be detached from the cable and are only connected to the cable in a non-positive and positive manner under certain transport conditions.

In this case, the inductive decoupler is connected to the suspension clamp of the moving equipment and when the moving equipment on the ropeway is closed or opened, the laminated iron core is opened and closed at the same time.

Thus, the laminated iron core and the inductive coupler can be attached directly to the suspension clamp of the load device.

Instead of the laminated iron core, ferrite cores can also be used in all of the described embodiments.

In special cases it can be provided that the inductive decoupler, which is fixed to the driving equipment, e.g. B. the gondola, the support chair or the like is connected relative to the rope moves.

Such an embodiment is also used in hoists, in which it is important, for example, to supply electricity to an electromagnet at the free end of a suspension cable. So far, this supply has been provided with a separate power cable, which is associated with a great deal of effort and operational uncertainty.

According to the preferred embodiment of the present invention, provision is made in such a case for an inductive or galvanic coupling point to be arranged on the foundation or on the mast of the hoist in order to supply the hoisting cable with the high current. On the side of the load device (e.g. electromagnet) there is an inductive decoupling unit that decouples the current flowing in the hoisting rope and feeds it to the consumer.

Instead of an electromagnet as a working device on a hoist, all other working devices can of course be supplied with electricity that require such a current, such as e.g. B. electromechanical clamps, tongs, gripper arms and the like.

The invention also relates to a cable car rope that is only fastened on both sides and at the end and is not designed as a circulating rope. Provision can then be made for driving equipment, e.g. B. a gondola, a chair or the like, rolls along with appropriate roles. Such a vehicle is then guided along the stationary stand cable with a driven traction cable.

In a variant of this embodiment, it can be provided that the traction cable is omitted and instead a relatively high current is transmitted in the cable car cable, which is taken from the cable car cable via an inductive decoupler on the vehicle side. The current is fed to a drive motor, which drives the rollers for the driving equipment, such as e.g. B. the gondola or the carrying chair, drives, so that the driving equipment moves alone and independently driven along the cable car cable and the drive is fed from the current of the cable car cable.

It is therefore not a cable car, but a cable car that works with a fixed cable car cable fixed on both sides.

The subject matter of the present invention results not only from the subject matter of the individual patent claims, but also from the combination of the individual patent claims with one another.

All information and features disclosed in the documents, including the summary, in particular the spatial configuration shown in the drawings, are claimed to be essential to the invention insofar as they are new compared to the prior art, individually or in combination.

In the following, the invention is explained in more detail with reference to drawings showing only one embodiment. This go from the drawings and their description more inventions essential features and advantages of the invention.

• 1: Schematisierte Darstellung einer Seilumlaufbahn und Darstellung von zwei verschiedenen Lastmitteln
• 2: Die Spannungsverhältnisse über die Länge der Seilumlaufbahn nach 1
• 3: Schematisiert das elektrische Ersatzschaltbild der Anordnung nach 1
• 4: 2 zeigt eine zweite Variante im Vergleich zu 1 einer Seilumlaufbahn
• 5: Die Spannungsverhältnisse an der Seilumlaufbahn nach 4
• 6: Das elektrische Ersatzschaltbild der 4
• 7: Eine dritte Variante einer Seilumlaufbahn
• 8: Die Spannungsverhältnisse auf dem Seilbahnseil nach 7
• 9: Das elektrische Ersatzschaltbild dieser dritten Variante
• 10: Eine vierte Variante der Seilumlaufbahn
• 11: Die elektrischen Spannungsverläufe über die Länge der Seilumlaufbahn nach 10
• 12: Das elektrische Ersatzschaltbild der Luftseilumlaufbahn nach 10
• 13: Eine fünfte Variante einer Seilumlaufbahn
• 14: Der elektrische Spannungsverlauf längs des Seilbahnseiles
• 15: Das elektrische Ersatzschaltbild nach 13
• 16: Eine sechste Variante einer Seilumlaufbahn
• 17: Der Spannungsverlauf längs des Seilbahnseiles
• 18: Das elektrische Ersatzschaltbild nach 16
• 19: Schematisiert die Darstellung eines induktiven Auskopplers
• 20: Schematisiert die Darstellung eines induktiven Einkopplers
• 21: Eine von einer Seilumlaufbahn abweichende Variante mit der Darstellung eines Hebezeuges
• 22: Schematisierter Aufbau eines induktiven Auskopplers im geöffneten Zustand
• 23: Der Auskoppler nach 22 im geschlossenen Arbeitszustand
• 24: Schematisiert die Darstellung eines galvanischen Einkopplers

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• 1 : Schematic representation of a circulating cableway and representation of two different load means
• 2 : The stress ratios over the length of the cableway 1
• 3 : Schematizes the electrical equivalent circuit according to the arrangement 1
• 4 : 2 shows a second variant compared to 1 a cable car
• 5 : The tension conditions at the cable car 4
• 6 : The electrical equivalent circuit of the 4
• 7 : A third variant of a cable car
• 8th : The tension conditions on the cable car rope 7
• 9 : The electrical equivalent circuit of this third variant
• 10 : A fourth variant of the cable car
• 11 : The electrical voltage curves over the length of the cableway 10
• 12 : The electrical equivalent circuit diagram of the cable car 10
• 13 : A fifth variant of a cable car
• 14 : The course of electrical voltage along the cable car rope
• 15 : The electrical equivalent circuit according to 13
• 16 : A sixth variant of a cable car
• 17 : The stress distribution along the cable car rope
• 18 : The electrical equivalent circuit according to 16
• 19 : Schematic representation of an inductive decoupler
• 20 : Schematic representation of an inductive coupler
• 21 : A variant deviating from a cable car with the depiction of a hoist
• 22 : Schematic structure of an inductive decoupler in the open state
• 23 : The decoupler after 22 in closed working condition
• 24 : Schematic representation of a galvanic coupler

In 1 a mechanical equivalent circuit diagram for a circulating cable system is shown, which essentially works with a revolving cable car cable 1, which runs over a deflection roller 3 arranged in the valley station 9 and over a deflection roller 2 arranged at the mountain station 10.

The invention is not limited to the representation in 1 drawn rope orbit limited. Any other types of circulating ropeways can be used, in particular those in which a ropeway rope is coupled to a traction rope.

The invention is also not limited to the transmission of electrical energy via the cable car cable 1, but the energy can also be transmitted via the traction cable. The term “cable car cable 1” is therefore used generally for all types of cable car cables for the sake of a simpler description.

In the embodiment shown, inductive decouplers 4, 5, 6, 7 are arranged on the cable car rope 1, which will be explained later using the 22 and 23 to be discribed.

It is important that the decouplers 4, 5, 6, 7 are connected to associated driving resources such. B. with cable car gondolas 24, which are only shown as an example, or with cable car chairs 25.

Instead of the driving equipment shown here (=load components 24, 25), any other electrical consumers can be arranged on the decouplers 4-7, such as B. Working platforms with electrical consumers or with electrically operated work equipment.

In the exemplary embodiment shown, the cable car rope 1 is driven in a rotating manner in the direction of the arrow 8 via drive means that are not shown in detail.

In the exemplary embodiment shown, the current is fed into the valley station 9 via a current source 11, with which a source current 12 is generated.

The source current 12 is an alternating current with a frequency in the range between 25 hertz and 10 kilohertz. It is fed in with a high amperage, and in the exemplary embodiment shown, it is fed in via a galvanic coupler 16, which consists in particular of slip rings, power brushes or other mechanical energy transmission means that establish electrical contact with the cable car rope.

It is in 1 shown that a current monitor 14 is arranged for control purposes at the mountain station 10, which monitors the source current 11 as a control current 15 from the cable car cable 1 to determine whether no leakage current has flowed somewhere.

In principle, the circuit is closed via the current monitor 14 via the source current 12 fed in on the valley side via earth.

A galvanic decoupler 13 is provided at the mountain station 10 for this purpose.

If there are discrepancies between the source current 12 and the discharged control current 15, appropriate control measures can be initiated.

In the 2 the voltage equivalent circuit diagram is shown. At the valley station 9, a current is generated and fed in by the current source 11, forming a maximum voltage 36, which decreases linearly along the length of the cable car cable 1 in the direction of the mountain station 10 and ends there at zero voltage 35.

At positions 19, 20, 21, 22, there is a voltage jump in the transmitted voltage, because electrical power is drawn from the decouplers 4-7. In the upper strand, at positions 19, 20, the voltage 48 drops due to the power consumption of the output couplers 6, 7, and in the lower strand, the voltage 48' falls due to the power consumption of the output couplers 4, 5.

The source current 12 is therefore transmitted with the maximum coupling voltage 17 and there is a voltage drop 18 along the length of the ropeway, as shown in 2 is shown.

3 shows the electrical equivalent circuit diagram of the arrangement 1 and 2 , where it can be seen that the individual decoupling modules 27 are of identical design and each inductive decoupling device 4, 5, 6, 7 is assigned such a decoupling module 27.

The decoupling module 27 essentially consists of a power module 28 whose inductive decoupler 4 - 7 surrounds the cable car rope 1 . This will be in the 22 and 23 yet to be shown.

The alternating current discharged from the rope by induction is rectified in the power regulator 49 and converted into a suitable voltage in the subsequent optional DC/DC converter and DC/AC converter, which can be used by the consumer 31 . Consumer 31 is therefore located in load circuit 29 of decoupling module 27.

All decoupling modules 27 of the individual decouplers 4-7 are designed approximately the same.

It is also shown that the ropeway rope in the electrical equivalent circuit diagram has a rope impedance 23, which leads to a certain reactive power.

The power loss in the cable essentially depends on the cable current (Icable), which in turn depends on the voltage and frequency fed in as well as the power drawn by the traction equipment and can be changed within wide limits.

the 1 also shows that the decouplers 4-7 with associated fastening claws 26 on the associated vehicle equipment, such. B. the cable car gondola 24 and / or the cable car chair 25 are attached.

The relatively high current that flows in the cable car cable 1 also leads to the cable car cable heating up, which is definitely desirable when the ambient temperatures are cold. It is known that cable car cables can freeze in winter operation and must be protected against freezing by their own electrical equipment. The invention eliminates this need. Due to the high currents transmitted, the ropeway cable is always heated to a certain temperature above the ambient temperature, which prevents ice and snow from accumulating.

If such a cable heating is not desired, the frequency of the source current 12 can be set in such a way that only a minimal heating of the cable car cable 1 takes place.

the 4-6 show a second variant compared to the variant after the 1-3 , where it can be seen that the coupling via the power source 11 does not take place at the valley station 9, but in a central area of the cable car rope 1. Otherwise, the same reference numerals apply to the same parts and it is in the embodiment according to FIG 4-6 It is essential that, for example, the power source 11 on the coupling side is arranged in the central area of the suspension cable 1 and thus the contact voltages in the area of the mountain and valley stations 9, 10 each correspond to a zero voltage 35 because the voltage maximum 36 is in the central area of the cable car rope 1 arises where there is no risk of contact.

After a central power supply via the power source 11 according to the embodiment of 4-6 takes place, the voltage maximum 36 is only about half as high as the voltage maximum 36 in the embodiment according to FIGS 1-3 .

the 7-9 show a third variant where it can be seen that the same parts as in 4 are present, but that the central current feed now consists of two separate current sources 11a and 11b.

In this exemplary embodiment, opposite currents are fed in via the current sources 11a and 11b and, accordingly, opposite voltages are also generated, so that the voltage maxima 36a and 36b are in opposite directions and consequently the voltages 36a, 36b are again approximately halved compared to ground.

Otherwise, the same reference numbers apply to the same parts.

In 10-12 is described as a fourth variant that the in 7 shown halved current feed with the power source 11 can also take place at different, spaced apart locations on the cable car rope 1. It is therefore not only a question of a central current feed with the current sources 11a, 11b, but several current feed points with associated current sources can be used, as is the case, for example, in 10 is shown.

The left current feed point accordingly has the current source 11a, 11b, while the right current feed point is formed from the different current sources 11a' and 11b'.

In this way, the voltage maxima can be further reduced at the current feed points (position 34).

while in the 7 the voltage maximum at position 34 still consisted of two opposing voltages 36a, 36b are shown in the exemplary embodiment according to FIG 10 now two positions 34, 34 available, in which then a further reduction of the voltage maxima 36 a, 36 b compared to 7 he follows.

This results from the electrical equivalent circuit diagram 9 compared to the equivalent circuit diagram 12 , because opposite currents are generated at the current feed points at positions 34 and 34 ′, which are also fed separately into the upper strand 32 and lower strand 33 of the revolving cable car rope 1 .

Overall, with the embodiments 1-18 Cable orbits 30 described, which can function in different ways.

Accordingly, variant 5 shows after the 13-15 another example of a circulating cableway 30 in which there are so-called coupling stations 39a, 39b on the uphill and downhill sides. This means that at the valley station 9, the gondolas or cable car chairs arriving there are decoupled from the cable car cable 1, then transferred to a coupling rail 42, where they rotate 180 degrees and are mechanically connected to the cable car cable 1 again on the outlet side of the coupling rail 42.

Accordingly, the associated decouplers 4-7 are also decoupled in the same way, transferred to the coupling bar 42 and reconnected to the coupling bar. This is according to the embodiment shown 13 shown schematically with the decoupler 7, which is decoupled from the cable car cable 1 in the direction of the arrow 37 and placed on the coupling rail 42. The coupling rail transports the decoupler 7 with the gondola attached to it in circulation downwards via associated deflection rails 40, 41, whereby such deflection rails 40, 41 can also be omitted because it is only important that the operating equipment running up from an upper run of the coupling rail 42 also travels with it the decoupler attached to it is transferred to the lower run, in order then to be coupled again to the cable car rope 1 in the direction of the arrow 37 .

In the exemplary embodiment shown, the cable current 38 is coupled via an inductive coupler 53 to the power source 11, which is arranged both on the upper and on the lower run of the cable car cable 1.

Otherwise, the same reference numbers apply to the same parts.

the 13 and 14 shows that the inductive couplers 53, 53' generate two opposite voltage maxima, which leads to a lower voltage compared to ground and the possibility of central grounding 52 of the valley station 9 and that a voltage zero 35 with the grounding 52 also occurs at the mountain station 10.

Each end of the cable car rope 1, the mechanically operating grounding coupler 52 are available, each with a current monitor 14 ver are bound. In the area of the current monitors 14 arranged uphill and downhill, it is then ensured that there are no longer any currents at the end faces of the cable car rope 1 . If necessary, this can be controlled by communication with the decoupling modules 27 and the power regulators based thereon of the individual decouplers 4-7 drawing power.

the 16-18 show the sixth variant of a cable car, with the same conditions as in the fifth variant according to the 13-15 exist.

In contrast to the embodiment according to 13-15 It is shown that now in the area of both the valley station 9 and in the area of the mountain station 10 the mentioned coupling stations 39a, 39b are arranged and that in each of the coupling stations 39a, 39b a power feed takes place, as is based on the 13 was explained.

So they are the in 13 The couplers 53, 53' shown and their current sources 11,11' are present four times in total, namely twice on the mountain side and twice on the valley side.

In the electrical equivalent circuit diagram 18 these ratios are shown and from the picture after 17 shows that compared to the voltage curve after 14 even lower cable tensions are generated compared to 14 are halved compared to the ground potential.

the 19 shows an inductive decoupling module 27 in detail as an exemplary embodiment. The function of the decoupling module 27 was based in particular on the 3 and 6 referred.

Such an inductive decoupling module 27 consists essentially of a decoupling device 4-7, which encompasses the cable car cable 1 via an iron core 65 and which inductively transmits the cable current 38 flowing in the cable car cable to the decoupling device 4-7.

The current decoupled in this way is conducted into the power regulator 49, in which a rectifier 45 is arranged, which rectifies and, with a filter capacitor 76, smoothes the rectified current.

The direct current produced in this way is clocked in the power controller 49 with the switch 47 by means of the digital controller 54, so that the total current of the decoupler 27 flowing through the measuring resistor 44 is inversely proportional to the cable current in the turns ratio of the decoupler 4-7.

In a first embodiment, the clock of the digital control can be freely specified and is in the range between 0 Hertz and about 100 kHz

If the cycle = 0, the consumer is switched off and does not draw any power. In this case, the decoupled cable current is fed back into the cable.

In normal operation, the switch has a clock in the range from 50 to 500 kHz, preferably 100 kHz.

In this simplified embodiment, the radio or line-controlled synchronization via the digital controller 54 and the radio or line-based transmission and reception unit 55 can be completely omitted.

The direct current produced in this way in the power controller 49 is fed into an optional standard DC/DC converter 51, which generates a direct voltage of the desired magnitude.

The output of the DC/DC converter 51 is fed into an inverter 50 where the DC voltage generated is converted into a suitable AC current of, for example, 230 volts and 50 Hertz.

The inverter 50 can also be omitted and the direct current generated can be used directly to supply a consumer 31 .

If the consumer 31, however, designed as an AC consumer such. B. an air conditioning unit or the like, an inverter 50 is required.

In some applications, it is necessary to synchronize the clocked power controller 49 with the drawn cable current on the one hand and with the higher-level system power of the overall system on the other.

If, for example, many consumers draw an impermissibly high current, the power consumption of some or all consumers can be regulated by the control panel.

For this purpose, the clocked power controller 49 is also assigned a radio-controlled digital controller 54 and the entire component, consisting of the digital controller 54, the radio- or wire-based transmission and reception unit 55 and the clocked power controller 49, is referred to as the power module 28.

The transmitting and receiving unit 55 transmits a signal via the transmission antenna 56 via the transmission path 60, which can be wired or also wireless (radio-based). It can therefore be a radio transmission or a wired signal transmission. In the exemplary embodiment shown, the transmission path 60 is designed as a radio transmission link and the signals emanating from the combined transmitting and receiving unit 55 are received and evaluated via a transmitting and receiving antenna 59 arranged in a control center 58 .

It can even be provided that the communication can take place via the cable car cable 1 instead of a wired or radio-based transmission.

According to the synchronization requirements in the control center 58, this sends its synchronization signals via the transmission path 60 to the receiving antenna in the transmitting and receiving unit 55 in order to control the power consumption of the load 31 at the inverter 50.

the 20 shows an inductive coupling module 46, 46' in detail.

While the feed was galvanic in the previous exemplary embodiments, the exemplary embodiment in FIG 20 an inductive current feed via an inductive coupler 53, 53'. The power source 11 relates z. B. a standard alternating current from the power grid into a rectifier 45, which rectifies it and feeds it into a downstream controlled inverter 50, which calculates the voltage and/or frequency using the digital controller 54 and the specifications from the control center 58 via the interface 62 and the measuring resistor 44 regulates The coupling module 46, 46' thus provides a suitable AC voltage with a high current intensity, which now transmits the required current with the required frequency to the cable car rope 1 via the inductive coupler 53.

The coupling module 46 and its power source 11 can thus regulate the frequency and level of the current at the feed point on the cable car rope 1 .

In the embodiment after 21 a crane is shown as a hoist 23 . However, the invention is not limited to a crane. It is only important that a hoist is used which has a revolving, self-contained, electrically conductive hoisting rope 1' and at least one electrical consumer that is to be supplied with electrical energy is arranged on the hoisting rope.

Here, too, the energy is transmitted via the hoisting rope 1' itself Energy is coupled into the hoisting rope 1'.

An electromagnet 64, for example, is arranged at the end of the lifting cable 1' and must be supplied with electrical power via the lifting cable 1'.

An inductive decoupler 27 is arranged at the end of the lifting cable 1', which is equipped with the components described above in the manner described above.

The electrical energy transmitted to the load 31 is then supplied to the electromagnet 64, which can thus carry out corresponding lifting work.

Instead of an electromagnet 64, all other electrical loads on a general hoist can also be supplied with electrical energy via the hoisting cable 1' itself.

Provision can also be made for the hoist to work as a passenger transport device with a hoisting cage in a shaft, in which case the working tool to be operated electrically or the electromagnet 64 or the hoisting cage or the driver's cabin can also be lowered into low-lying shafts and it is ensured that the End of the hoisting rope 1 'an electrical removal of power can take place in the direction of the work tool arranged there or the hoisting cage.

In this way it is also possible to allow energy to be drawn from a consumer in the area of a deep shaft at the bottom of the shaft, which was previously not possible in this way.

the 22 and 23 show an inductive decoupler 4-7, wherein the 22 the disassembled form of the decoupler and the 23 shows the decoupler in the working position.

In the exemplary embodiment shown, there is a laminated iron core 65, which consists of two half-shells 66, 67 that combine to form a solid core.

The half-shells can be opened and closed by corresponding closing hinges 69.

Therefore, when closed, they adjust their position 23 1, where it can be seen that the current-carrying cable car rope 1 penetrates through the iron core 64 as a fully cylindrical tube extending in the longitudinal direction and the power transmission takes place via an inductive transmission path 73.

A magnetic flux 74 is thus generated in the iron core 64 , the iron core consisting of individual, layered iron sheets 68 .

The magnetic flux 74 generated in this way induces a current in the coil 71, which is designed as a toroidal coil.

The electrical energy can now be drawn from the connection wires 72 .

The power transmission thus takes place in the annular space 70 via the annular gap arranged there.

Instead of a laminated iron core 65, other magnetically conductive materials, in particular ferrite cores and the like, can also be used.

Reference List

1

Cable car rope, 1' lifting rope

2

pulley

3

pulley

4

Decoupler (inductive)

5

Decoupler (inductive)

6

Decoupler (inductive)

7

Decoupler (inductive)

8th

arrow direction

9

valley station

10

mountain station

11

AC source 11a, 11b, 11a', 11b' (coupler)

12

source current, 12a, 12b

13

Decoupler (galvanic)

14

power monitoring

15

control current I _control

16

Coupler (galvanic)

17

launch voltage

18

voltage drop

19

position

20

position

21

position

22

position

23

rope impedance

24

cable car gondola

25

cable car chair

26

fastening claw

27

decoupling module

28

power module

29

load circuit

30

cable car

31

consumer

32

upper run

33

lower run

34

position

35

voltage zero

36

voltage maximum

37

Direction of arrow, 37'

38

rope stream

39

coupling station

40

deflection rail

41

deflection rail

42

coupling rail

43

transformer

44

Resistance

45

rectifier

46

46', launch module

47

Power regulator switch

48

48' voltage drop

49

power controller

50

inverter

51

DC/DC converter

52

Ground coupler (galvanic)

53

coupler (inductive)

54

digital control

55

Transmitting and receiving unit

56

antenna

57

Interface (decoupler)

58

headquarters

59

antenna

60

transmission path

61

signal path

62

Interface (coupler)

63

hoist

64

electromagnet

65

iron core

66

half shell

67

half shell

68

sheet iron

69

closing hinge

70

annulus

71

coil (torodial)

72

hookup wire

73

inductive transmission line

74

magnetic flux

75

Variable DC output voltage

76

smoothing capacitor

77

Constant DC output voltage

78

primary coil

79

transformer

80

secondary coil

Claims (9)

Method for operating a cable car with electrical energy supply from electrical consumers (31) in the cable car-side transportation equipment (24, 25) with power transmission via the cable car cable (1, 1'), with at least one galvanic (16) and/or inductive coupler (53 ) introduces and/or induces a current (ISeil) in the cable car cable (1, 1'), which is decoupled at the cable car-side transportation equipment (24, 25) via inductive decouplers (4-7) and fed into the electrical consumer (31) on the transportation equipment side , characterized in that the at least one decoupling device (4-7) on the vehicle side converts the current inductively decoupled from the cable car cable (1, 1') with a decoupling module (27) via a clocked power controller (49) into a decoupling current proportional to the cable current. Cable car with electrical energy supply from electrical consumers (31) in the cable car-side transportation equipment (24, 25) with power transmission via the cable car cable (1, 1'), with at least one galvanic (16) and/or inductive coupler (53) supplying a current ( I cable) enters and/or is induced in the cable car cable (1, 1'), which is decoupled at the cable car-side transportation equipment (24, 25) via inductive decouplers (4-7) and fed into the electrical consumer (31) on the transportation equipment, characterized in that that the at least one decoupling device (4-7) on the vehicle side converts the current inductively decoupled from the cable car cable (1, 1') into a decoupling current proportional to the cable current using a decoupling module (27) via a clocked power controller (49). cable car to claim 2 , characterized in that the decoupling device (4-7) on the driving equipment side is part of the decoupling module (27) and consists of a transformer (43) whose primary coil is formed by the cable car rope (1, 1') and whose secondary coil (4- 7) via the power controller (49) to the consumer (31). cable car to claim 3 , characterized in that the power controller (49) on the driving equipment side supplies a variable output voltage (75) for the consumer (31) when the current drawn is proportional to the cable. Cable car to one of the claims 2 until 4 , characterized in that in order to control the power consumption in the consumers (31) of the vehicle, an exchange of information takes place via a communication channel (60) between the digital controllers (54) of the mobile vehicle and a stationary control center (58), with the purpose of the cable current (38) to influence such that each decoupling module (27) can draw at least 5% of its rated power at any time in any driving position. Cable car to one of the claims 2 until 5 , characterized in that the AC source (11, 46) on the coupling side is connected to the primary coil (78) of the coupler (53) acting as a transformer (79), and that the secondary coil (80) of this transformer (79) is connected by the electrically conductive cable car cable (1, 1') is formed. cable car to claim 6 , characterized in that several alternating current sources (11, 46) on the coupling side and their inductive (53) or galvanic (16) couplers are arranged distributed over the length of the ropeway cable (1, 1'). Cable car to one of the claims 2 until 7 , characterized in that the cable current is coupled onto the cable car cable (1, 1') galvanically or inductively. Cable car to one of the claims 2 until 8th , characterized in that the coupling-side AC source (11, 46) via the communication (62) with the control center (58) and its digital control (54) can regulate the cable feed current and frequency.

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