EP0671304B1 - Return loop for vehicles of a cableway - Google Patents

Abstract

The by-pass arrangement involves at both deflector stations handling running in and running out ropes a garage siding. The incoming ropes (1_I,1_II) of the peak track are diverted by the diversion wheels (111) out of the plane of the run-in coupling point (41) and fed to the deflector wheels. The outgoing ropes (2_I,2_II) of the valley track are further conducted by the division wheels into the plane of the run-out coupling point (42). To the run-in coupling point connects a delay run. An acceleration run is provided for the run-out coupling point. Between them is a station track (6) with a platform (5), at which the passengers can alight and enter. Between the peak (1) and the valley (2) track is a central rail track of a siding (7).

Description

The invention relates to a cable car with a bypass for the vehicles of the Circulating ropeway at both reversing stations between the incoming and the outgoing strand of at least one all-round cable, with coupling points on the one or outgoing lane of each deflection station at which the vehicles uncoupled from the at least one suspension cable during entry and open the required loading speed is delayed, drive around the platform on a track track of a station track, and at the exit again to the rope conveying speed accelerates and with synchronization to at least one Carrier cable are coupled and with at least one deflection wheel arranged at each deflection station, the the at least one cable in one opposite the coupling points deflected angled plane, one on each Deflection stations in the middle between the entry and exit track inserted track of a siding.

A cable car has at least two stops, namely a valley and a mountain station; these are the deflection stations, where the revolving suspension cable with driven or is deflected deflected wheels. Between the mountain and a middle station can be inserted at the valley station the rotating cable is carried and the vehicles be conveyed slowly. Located at these stops usually at the inlet or outlet Coupling points. At the inlet coupling point with up to about 6 m / sec on vehicles hauled by the rope uncoupled and at a slow loading speed of about 0.2 m / sec too, with which they open a platform the track of a station track from the incoming to the drive around the rope or run through the middle station, while the passengers leave the vehicles on the platform or climb. At the outlet coupling point are the Vehicles up to synchronism with the suspension cable accelerate and couple again to the rope.

To the circulating cable car to the required transport performance to adapt, it is known to currently not used vehicles to park on the sidings of garages; the garage capacity can be measured on all vehicles, which is then protected from the weather when the cable car is shut down are turned off. Since the deflection wheels for the suspension cable to the Deflection stations mostly directly between the lanes are arranged, the sidings of the garage are outside of the lanes, mostly arranged in a loop, from Station track over an incoming switch and over one outgoing switch, see. e.g. EP 369 981 B1, EP 306 771 B1, EP 245 163 B1 or FR 24 96 029.

In Figure 3 of EP 369 981 B1 the station track is a bypass shown, in which are evenly offset in the direction of travel Drives inevitably at the same speed via intermediate gear are interconnected and the vehicles slip through promote the station track.

EP 399 919 A1 discloses a DMC cable guide with the above-mentioned features of the preamble of claim 1 become. Two self-contained suspension cables are attached to the Stops distracted from the level of the coupling points their redirections at the top or bottom station to change the Grooves on the deflection wheels crossed once and in the area parallel to the conveyor line at the same height. The two co-ropes form a wide mountain or Valley track in which the vehicles are stable against cross winds are led. Because the rope deflections in opposite to the coupling points bypassed levels, the bypass is free of deflection wheels. On column 6, lines 8-16, there are still concrete ones Instructions to the sidings of the garage at each stop in the arrange the free area between the mountain track and the valley track.

In contrast, the invention is based on the object Handling the vehicles in the bypass at the required Simplify functional processes.

To achieve this object, the circulating ropeway according to the invention has: one in the track of the station track arranged turnout, the track on a turntable either from the passage position on the Station track in the garage position on the track track of the Siding is swiveling and several in the tracks of the Station track, the turnout and the siding evenly offset, in groups by means of a control device controllable individual drives that frictionally engage the vehicles promote.

In the invention, the areas are at both deflection stations between the lanes free of deflection wheels and serve space-saving to accommodate the straight line between them Siding, which are each on a single switch and let send. To promote vehicles on the Track tracks of the station track, the turnout and the Siding tracks are several in the invention in the track tracks frequency controlled, group controlled single drives in Direction of travel evenly offset, with Tire wheels on the top or bottom of the vehicles with friction locking attack.

Gondolas or armchairs can serve as vehicles. In case of Gondolas conveniently grip the tire wheels from below on the cabin floor on; in the case of armchairs, the tire wheels are useful arranged at the top and floating on the rope clamps.

The track of the station track is advantageous in the invention with initiators in several, preferably four, zones divided, the individual drives belonging to the respective zones control and reverse. Preferably each zone is made up of two Initiators limited, the beginning or the end of a Sensing the vehicle and the associated individual drives control, i.e. stop or restart or in Change direction if necessary. By this measure according to the invention stops are defined on the station track. A first one Stop is in front of the turnout; there will be a following vehicle stopped until the functional sequences on the turnout are finished. A second stop is the center of the turntable of the switch. A third zone determines a safety distance after the turnout that a previous one Must have left the vehicle so that the siding can be driven on or left without collision. A fourth Zone determines the starting position of each from the holding station extending vehicle to be accelerated.

Each garage parking space is in the invention with a monitored another initiator. On the sidings of the A safety initiator is attached to each turnout. The Exit from the siding is with another Security initiator who monitors a stop in front of the Turnout determined. Every garage parking space is at the Invention monitored with another initiator.

In an advantageous development of the invention, the turnout has a lifting device with which on the turntable of the switch vehicle with its wheels on the level of Platforms can be raised; vehicles in need of maintenance with it in a simple way from the operational sequence on which Put the platform down and put it back into the station track or that Insert siding.

In the invention, the endless cable can in general known way consist of an MC (Mono Cable) cable guide. A DMC (Duo Mono Cable) cable guide, such as that used by the the aforementioned EP 399 919 A1 has become known the vehicle has improved stability against cross winds. A QMC (Quattro Mono Cable) cable guide is also suitable, see. e.g. EP 285 516 A2, when through at the holding stations appropriate measures for a free of deflection wheels Bypass is taken care of. The DMC cable guide is preferred in the invention from a single, self-contained and Conveyor rope crossed once to form two rope loops each with two synchronized ones in the area of the conveyor line at the same height and parallel to the Coupling points each deflected deflection area in different heights of redirected loop areas, such as she in the CH patent application with the official file number 726/94 of March 11, 1994.

Fig.1

zeigt die DMC-Seilführung einer Umlaufseilbahn in einer schematischen Perspektive.

Fig.2

zeigt die erfindungsgemäße Umfahrung einer Haltestation in einer Draufsicht.

Fig.3

ist eine Draufsicht auf das Stationsgleis und die hierin eingefügte Drehhubweiche in der Betriebsart "Durchfahrt" und das zwischen der Berg- und der Talspur angeordnete Abstellgleis. In

Fig.4

ist die Drehhubweiche dargestellt,

a) zeigt sie in einer Draufsicht und

b) ihren Drehantrieb mittig geschnitten.

Fig.5

veranschaulicht die Steuerung beim Ein- und Ausgaragieren von Fahrzeugen in der Betriebsart "Garagieren",

a) zeigt den Ablauf auf der Weiche beim Eingaragieren und

b) beim Ausgaragieren eines Fahrzeugs. In

Fig.6

ist die Hubeinrichtung der Drehhubweiche in zwei Seitenansichten in Richtung der Pfeile VI-VI in Fig.4a dargestellt,

a) zeigt die untere Stellung in der Betriebsart "Durchfahrt",

b) zeigt die obere Stellung in der Betriebsart "Entnahme", und

Fig.7

veranschaulicht die Entnahme eines Fahrzeugs aus der Umfahrung, seine Abstellung auf dem Perron und seine Wiedereinfügung in den Betriebsablauf.

A preferred embodiment according to the invention is explained in more detail below with reference to the drawing:

Fig. 1

shows the DMC cable routing of a cable car in a schematic perspective.

Fig. 2

shows the bypass of a stop station according to the invention in a plan view.

Fig. 3

is a plan view of the station track and the turnstile inserted therein in the "transit" mode and the siding arranged between the mountain and the valley track. In

Fig. 4

the rotary switch is shown,

a) shows them in a top view and

b) cut their rotary drive in the middle.

Fig. 5

illustrates the control when parking and unloading vehicles in the "garaging" mode,

a) shows the sequence on the switch when engaging and

b) when parking a vehicle. In

Fig. 6

the lifting device of the rotary switch is shown in two side views in the direction of arrows VI-VI in FIG.

a) shows the lower position in the operating mode "passage",

b) shows the upper position in the operating mode "removal", and

Fig. 7

illustrates the removal of a vehicle from the bypass, its parking on the platform and its reinstallation in the operational process.

In the perspective according to Fig. 1 , a DMC (Duo Mono Cable) cable guide is shown schematically:

The valley station T of the cable car is the drive station. There are two driven reversing wheels 10 ₁ shortly referred to as drive wheels 10 _1, in cable feed direction laterally offset next to one another and stationarily mounted to be 12 ₂₁ driven by separate electric driving motors 12 ₁ and 12 ₂ via reduction gears 12 ₁₁ or independent of each other in the same direction . At the mountain station B, which is the deflection station, three towed deflection wheels 10 ₂ , hereinafter referred to as deflection wheels 10 _{2 for} short, are also rotatably mounted laterally offset next to one another in the cable conveying direction, their bearings are braced together using weights (not shown in detail), alternatively a hydraulic clamping system is also conceivable; the guy shown schematically is designated A.

The drive wheels 10 ₁ span with the deflection wheels 10 ₂ a single, self-contained conveyor cable, which is crossed once to form two rope loops and to change the grooves on the drive wheels 10 ₁ with correspondingly inclined deflection wheels 11 ₂ ; the rope crossing point arranged centrally in the top view is designated by X. Including the rope crossing point X, the inner rope loop has the same sense of rotation as the outer rope loop.

The inner rope loop is spanned by the middle deflection wheel 10 ₂ at the mountain station B and the two inclined deflection wheels 11 ₂ , which feed the crossed conveyor cable in offset levels of the higher groove on one drive wheel 10 ₁ or it from the lower groove on the other Drive wheel 10 _{1 leads} away. The outer cable loop is laterally by the two to one another and symmetrically offset for the first deflection wheel 10 ₂ return wheels 10 ₂ clamped at the top station B and the two drive wheels 10 ₁ at the base terminal T, which are offset accordingly for this purpose in the lateral direction.

The two rope deflections at the top station B and at the bottom station T take place in a plane angled with respect to the conveying route F. For this purpose, further deflection wheels 11 _{1 are} mounted horizontally at the top station B on the four conveyor cables; at the valley station T, two further deflection wheels 11 ₁ mounted on horizontal axes of rotation are sufficient, which in conjunction with the two inclined deflection wheels 11 ₂ ensure the deflection of the deflection area at the valley station T. The first deflecting wheel 10 ₂ which deflects the inner rope loop is offset in height from the two deflection wheels 10 ₂ deflecting the outer rope loop; likewise, the two drive wheels 10 ₁ are offset in height with respect to one another with their running grooves.

The synchronous areas of both rope loops are within the conveyor track F at a distance from the track width of two lanes run parallel to each other at the same height and pick up coupled vehicles. The two upward conveying ropes of the inner and outer A rope loop forms the mountain trail 1; the valley track 2 becomes analogous from the downward rope areas of the two rope loops educated.

The exact synchronization of the conveyor cable is ensured by synchronization of the speed of the two independently driven drive wheels 10 ₁ . One drive motor 12 ₁ is operated as the main machine and the other drive motor 12 ₂ is operated as a secondary machine according to the master-slave principle. The armature current of the main machine 12 ₁ is measured and forms the input signal for a control device 12 ₄ , which adjusts the armature current of the secondary machine 12 ₂ to that of the main machine 12 ₁ . The reduction gear 12 _{11 of} the main machine 12 ₁ and the reduction gear 12 _{21 of} the auxiliary machine 12 ₂ are connected to one another via a schematically illustrated differential gear 12 ₃ .

In the area of the conveyor line F, i.e. between the deflection wheels 11 at each stop B, T, the four parallel, parallel, parallel, parallel conveyor cables 1 _I , 1 _II or 2 _I , 2 _{II are supported} by support rollers 13 on supports (not shown) adapted to the conditions of the existing gradient. To form a circulating ropeway, horizontally guided coupling points 4 are provided at the ends of the conveyor line F, that is to say at the mountain station B and valley station T, at which the vehicles are suspended from the conveyor cables at a low speed on a (not shown in FIG. 1) Station track on which the passengers get on and off, led to the other lane, accelerated there again to the cable conveying speed and attached to the two conveyor cables. The deflection area U _T at the valley station T is offset at an oblique angle with respect to the adjacent coupling point 4; the deflection wheels 10 ₂ in the deflection area U _B at the top station B are suspended vertically at A (not shown).

At both stops B, T, vehicles 3 drive around slow driving speed the platform on a station track, where the passengers get on and off.

In Figure 2, the top station B is shown in a top view: the incoming Tragzugseile 1 _I, 1 _II the mountain track 1 are deflected by the deflecting wheels 11 ₁ out of the plane of the inlet coupling point 4 ₁ and guide wheels (not shown in Fig.2) ( 10 ₂ according to Fig.1) supplied. The outgoing suspension cables 2 _I , 2 _{II of} the valley track 2 are guided by the deflection wheels 11 ₁ back into the plane of the outlet coupling point 4 ₂ . At the inlet coupling point 4 _{1 there} is a delay line; an acceleration section is arranged upstream of the outlet coupling point 4 ₂ . In between, the station track 6 with the platform 5 is arranged, at which the passengers leave or mount the vehicles 3. Between the mountain 1 and the valley track 2, a track track of a siding 7 is inserted in the middle, which can be loaded or unloaded from the station track 6 via a turnout 8 inserted there.

In the plan view according to FIG. 3 , the track tracks 6 _{1 of} the station track 6, 7 _{1 of} the siding 7 and 8 _{1 of} the turnout 8 each have two rails 6 ₁₁ , 7 ₁₁ and 8 ₁₁ , on which the vehicles on wheels (3 ₂ in Fig.6a) roll and two guide rails 6 ₁₂ , 7 ₁₂ and 8 ₁₂ , respectively, in which they engage in a form-fitting manner with two pins offset in the direction of travel (3 ₃ in Fig.6a). In the track tracks 6 ₁ , 7 ₁ and 8 ₁ , a total of ten controllable individual drives 9 ₍₁₎ to 9 _{(10) are} evenly offset in the direction of travel, each consisting of a frequency-controlled electric drive motor 9 ₁ , which can be reversed in its direction of rotation, via a reduction gear 9 ₂ drives a frosted Pneurad 9 _3; The tire wheels 9 ₃ engage with their tires from below on the vehicle floor (3 ₁ in FIG. 6 a) in a frictional manner and convey the vehicles either through the station track 6 or into or back out of the siding 7.

The turnout 8 is constructed according to Figure 4a on a base frame 8 ₂ . It has a turntable 8 ₃ mounted centrally on the base frame 8 ₂ (at 8 ₄₁ in FIG. 4b) with three individual drives 9 ₍₃₎ to 9 ₍₅₎ and a rotating device 8 ₄ . The rotating means 8 ₄ consists according 4b made of an electric drive motor 8 ₄₂ which drives, via a reducing gear to a pinion 8 ₄₃ 8 _44; 8, the pinion ₄₄ rolls together with the turntable 8 ₃ on a base frame fixed gear 8 from _45. The turntable 8 ₃ is pivotable by 60 ° against end stops; the end stops are secured with limit switches.

For flexible control when parking and out-garaging the vehicles 3 in the bypass, the track 6 _{1 of} the station track 6 according to FIGS. 5 a and b with a total of eight pulse-sensitive initiators I _i1 to I _{i2 is} in four zones i (Z ₁ to Z ₄ ) divided, for monitoring the turntable 8 ₃ , three safety initiators I _S1 to I _{S3 are provided} in the connecting tracks 6 and 7; a fourth safety initiator I _S4 determines a stop for leaving the siding 7. Each initiator I _{Gi is} assigned to each garage parking space. Each zone Z _i is monitored by two initiators I _i1 and I _i2 , which sense the vehicle 3 from below and recognize the start (with I _i2 ) and the end (with I _i1 ) of the vehicle 3 driving over it; a control device controls the ten individual drives 9 ₍₁₎ to 9 ₍₁₀₎ in the station track 6 and on the turnout 8 as well as the individual drives 9 _(G1) , 9 _(G2) (to ... 9 _(Gi) arranged in the siding ₎ ) in groups. Zone Z ₁ with initiators I ₁₁ and I ₁₂ lies in the entrance to station track 6; there, an incoming vehicle 3 _{(1) must} wait until the vehicle 3 ₍₂₎ on the turnout 8 has left the turnout 8 when engaging in accordance with FIG. 5a or has left the track 8 _{1 of} the turnout 8 in when parking out as shown in FIG. 5b the operating mode "passage" is set; Zone Z ₁ is assigned (according to FIG. 4 a) two individual drives 9 ₍₁₎ and 9 ₍₂₎ . Zone Z ₂ with initiators I ₂₁ and I ₂₂ determines the position of vehicle 3 ₍₂₎ on turnout 8; Zone Z ₂ includes (according to FIG. 4 a) the three individual drives 9 ₍₃₎ to 9 ₍₅₎ located on the turnout 8. Zone Z ₃ with initiators I ₃₁ and I ₃₂ determines a safety distance which vehicle 3 ₍₃₎ in front must have left when turnout 8 is set to the "garage" operating mode and vehicle 3 ₍₂₎ siding 7 travels (Fig.5a) or leaves (Fig.5b); an outgoing vehicle 3 ₍₂₎ must wait as shown in FIG. 5b on the siding 7 on the safety initiator I _S4 until the vehicle 3 _{(3) in} front on the station track 6 has left zone Z ₃ ; Zone Z ₃ is assigned (according to FIG. 4 a) three individual drives 9 ₍₆₎ to 9 ₍₈₎ . The zone Z ₄ with the initiators I ₄₁ and I ₄₂ lies opposite the entry zone Z ₁ on the exit side and determines the starting position of a vehicle 3 _{4 which is} exiting from the holding station B and is to be accelerated; Zone Z ₄ includes (according to Fig.4a) two individual drives 9 ₍₉₎ and 9 ₍₁₀₎ .

All vehicles on the cable car can be controlled in this way in or out at maximum rope conveying speed.

According to FIGS. 4a, 6a and 6b , the turnout 8 has a lifting device, designated overall by 8 ₄ , with which a vehicle 3 standing on the turntable 8 _{3 is in} the "passage" operating mode, in which the turntable edge 8 is located according to FIG _{31 is} at the level of the platform 5, can be raised into an operating mode "removal", in which the vehicle wheels 3 _{2 are} at the height of the platform 5 according to FIG. The lifting device 8 ₄ consists of four single-acting lifting cylinders 8 ₅₁ , which each engage at a corner of the base frame 8 ₂ , and two mutually opposite guides 8 ₅₂ , which ensure the position of the rotary lifting switch 8. In the lower position, the base frame 8 ₂ according to FIG. 6 a with frame feet 8 _{21 is} adjustable in its height position on the floor. The four lifting cylinders 8 ₅₁ can only be controlled together in the "Garage" operating mode and extend synchronously to their upper end position (Fig. 6b), which is secured by stops and is monitored with limit switches.

To remove a vehicle 3 from the bypass, the control device is set to the "removal" operating mode. According to FIG. 7 , the vehicle 3 ₍₁₎ to be removed travels either in the "transit" operating mode from the station track 6, or in the "garage" operating mode from the siding 7 to the turntable 8 _{3 of} the rotary lifting switch 8 and is driven by the individual drives 9 there ₍₃₎ to 9 ₍₅₎ (in Fig.4a) stopped in the middle (zone Z ₂ ). The turntable 8 ₃ turned into the "garage" operating mode is brought into its upper end position by the lifting device 8 ₅ and the vehicle 3 _{(1) to be} removed is moved by the individual drives (9 ₍₃₎ to 9 ₍₅₎ reversed in their direction of rotation according to FIG. 4a) the rotary switch 8 is conveyed into position 3 ₍₂₎ on the platform 5; For this purpose, the guide rail 8 _{11 of} the rotary switch 8 is extended with an auxiliary guide rail 8 ₁₃ . The vehicle 3 _{(2) to} be removed can be pushed further from there by hand, the auxiliary guide rail 8 _{13 being able to} be removed again from the position 3 _{(3) shown} . Then the empty turntable 8 _{3 is} lowered, turned into the "passage" operating mode and the control device is set to the "passage" operating mode again.

To insert a vehicle 3 into the bypass, the control device is set to the "insert" operating mode, an empty turntable 8 _{3 is} rotated into the "garage" operating mode and raised to its upper end position. The vehicle 3 _{(3) to be} inserted is threaded with its guide pin 3 ₃ into the auxiliary guide rail 8 ₁₃ attached to the platform 5, pushed by hand to the first tire wheel 9 ₃ of the individual drive 9 ₍₃₎ located on the rotary switch 8, until it is in position 3 ₍₁₎ in the middle of the turntable 8 ₃ (zone Z ₂ ) conveyed and stopped there. After lowering the turntable 8 ₃ , the vehicle 3 ₍₁₎ can either be conveyed directly onto the siding 7 or after the turntable 8 _{3 has been turned} into the “passage” operating mode onto the station track 6.

Reference list

1,2 entry and exit lane

1 _I , 1 _II ; 2 _I , 2 _II

incoming or outgoing suspension cables

3 vehicle

3 ₁

Vehicle floor

3 ₂

Wheels

3 ₃

Guide pin

4 coupling point

4 ₁

Inlet coupling point

4 ₂

Outlet coupling point

5 platform

6 station tracks

6 ₁

Track gauge

6 ₁₁

Guide rails

6 ₁₂

Rails

7 siding

7 ₁

Track gauge

7 ₁₁

Guide rails

7 ₁₂

Rails

8 turning and lifting points

8 ₁

Track gauge

8 ₁₁

Guide rails

8 ₁₂

Rails

8 ₁₃

Auxiliary guide rails

8 _{2 base} frame

8 ₂₁

Frame feet

8 ₃ turntable

8 ₃₁

Turntable rim

8 ₄ Turning device

8 ₄₁

storage

8 ₄₂

Drive motor

8 ₄₃

Reduction gear

8 ₄₄

pinion

8 ₄₅

gear

8 ₅ Lifting device

8 ₅₁

Lifting cylinder

8 ₅₂

guide

9 single drive

9 ₁

Drive motor

9 ₂

Reduction gear

10 deflection wheels

10 ₁

driven deflection wheel

10 ₂

towed deflection wheel

11 deflection wheels

11 ₁

Deflection wheel mounted horizontally

11 ₂

Deflection wheel inclined

12 rope drive

12 ₁

Main engine

12 ₁₁

Reduction gear

12 ₂

Secondary machine

12 ₂₁

Reduction gear

12 ₃

Differential gear

12 ₄

Control device

13

Support rollers

A

Guy

B

Mountain station

F

Conveyor line

T

Valley station

U

Deflection area

U _B

Mountain station

U _T

Valley station

X

Rope crossing point

I _{1 to 8}

Initiators

Z _{1 to 4}

Zones

Claims (8)

1. Endless aerial ropeway having a run-round point for the vehicles (3) of the endless aerial ropeway at both return stations (B, T) between the incoming and the outgoing sides (1_I, 1_II and 2_I, 2_II resp.) of at least one endless carrying-hauling rope, coupling points (4) at the incoming and outgoing tracks (1 and 2 resp.) of each return station (B and T resp.), at which coupling points (4) the vehicles (3) are uncoupled from the at least one carrying-hauling rope when running in and are decelerated to the requisite loading speed, run round the platform (5) on a track (6₁) of a station line (6), and are accelerated again to rope conveying speed when running out and are coupled to the at least one carrying-hauling rope in synchronism, at least one return sheave (10 or 11 resp.), which is arranged at each return station (B, T) and returns the at least one carrying-hauling rope in a plane angled relative to the coupling points, and in each case a track (7₁) of a shunt line (7), which track (7₁) is inserted at both return stations (B, T) centrally between the incoming track (1) and outgoing track (2), characterized in that the endless aerial ropeway is provided with a rotary turnout (8), which is arranged in the track (6₁) of the station line (6) and whose track (8₁) can be pivoted on a turntable (8₃) as desired out of the passage position on the station line (6) into the garaging position on the track (7₁) of the shunt line (7), and with a plurality of individual drives (9), which are uniformly offset in the direction of travel in the tracks (6₁, 7₁, 8₁) of the station line (6), the rotary turnout (8) and the shunt line (7), can be activated in groups by means of a control device and convey the vehicles (3) with a friction grip.
2. Endless aerial ropeway according to Claim 1, characterized in that the track (6₁) of the station line (6) is subdivided with initiators (I_i1, I_i2, i = 1 to 4) into a plurality of zones (Z₁ to Z₄), which activate and reverse the individual drives (9) belonging to the respective zones (Z₁ to Z₄).
3. Endless aerial ropeway according to Claim 2, characterized in that the rotary turnout (8) is monitored with a safety initiator (I_S1 to I_S3) at each of the connecting lines (6 and 7 resp.).
4. Endless aerial ropeway according to Claim 3, characterized in that the exit from the shunt line (7) is monitored with a further safety initiator (I_S4).
5. Endless aerial ropeway according to Claim 3 or 4, characterized in that each parking spot on the shunt line (7) is monitored with a further initiator (I_Gi, i = 1, 2 to ...).
6. Endless aerial ropeway according to one of Claims 1 to 5, characterized in that the rotary turnout (8) arranged in the track (6₁) of the station line (6) is provided with a lifting device (8₅), with which its turntable (8₃), for the removal of a vehicle (3) from the garaging position, can be lifted into a top end position, in which a vehicle (3) located thereon can be conveyed onto the platform (5).
7. Endless aerial ropeway according to one of Claims 1 to 6, characterized by a single carrying-hauling rope (1_I, 1_II, 2_I, 2_II), which is closed upon itself, is crossed once (at X) in order to form two rope loops (I and II resp.) and has in each case two synchronized loop regions, which are guided in parallel at the same height in the region of the conveying section (F) and are returned at different vertical positions in the return region deflected in each case relative to the coupling points (4).
8. Endless aerial ropeway according to one of Claims 1 to 7, characterized in that the individual drives (9) which convey the vehicles (3) with a friction grip are provided with pneumatic wheels (9).

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