EP4077091A1 - Téléphérique à stabilisation de cabine - Google Patents

Téléphérique à stabilisation de cabine

Info

Publication number
EP4077091A1
EP4077091A1 EP21708185.0A EP21708185A EP4077091A1 EP 4077091 A1 EP4077091 A1 EP 4077091A1 EP 21708185 A EP21708185 A EP 21708185A EP 4077091 A1 EP4077091 A1 EP 4077091A1
Authority
EP
European Patent Office
Prior art keywords
cable car
guide
movement
vehicle
guide device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21708185.0A
Other languages
German (de)
English (en)
Other versions
EP4077091C0 (fr
EP4077091B1 (fr
Inventor
Gerhard DÜR
Magnus ZÜNDEL
Jürgen Eberle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Innova Patent GmbH
Original Assignee
Innova Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Innova Patent GmbH filed Critical Innova Patent GmbH
Publication of EP4077091A1 publication Critical patent/EP4077091A1/fr
Application granted granted Critical
Publication of EP4077091C0 publication Critical patent/EP4077091C0/fr
Publication of EP4077091B1 publication Critical patent/EP4077091B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B10/00—Power and free systems
    • B61B10/02—Power and free systems with suspended vehicles
    • B61B10/027—Power and free systems with suspended vehicles loading or unloading vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
    • B61B12/005—Rescue devices for passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B12/00—Component parts, details or accessories not provided for in groups B61B7/00 - B61B11/00
    • B61B12/04—Devices for damping vibrations

Definitions

  • the present invention relates to a cable car with at least two cable car stations and with at least one cable car that can be moved between the cable car stations with a hoisting rope, the cable car having a transport body and a suspension, the transport body serving to accommodate people and / or objects and the Conveyor body is suspended from the suspension with a spring.
  • the invention also relates to a method for operating a cable car with at least one cable car vehicle that can be moved between the cable car stations with a hoisting rope.
  • Cable car systems are used to move people and materials between two or more cable car stations.
  • a number of cable car vehicles such as armchairs or cabins, are moved between the cable car stations, either rotating or in shuttle traffic.
  • the cable car vehicles are moved between the cable car stations by means of at least one conveyor rope.
  • the ropeway vehicle can be suspended on at least one support rope or the hoisting rope (aerial ropeways) or movably arranged on rails or the ground (funicular railways) and moved with at least one hoisting rope.
  • the cable car can also be detachably or firmly clamped to the hoisting rope and moved with the hoisting rope.
  • the cable car vehicles in a cable car station are often decoupled from the hoisting rope, for example by means of detachable cable clamps, and are moved through the cable car station at a lower speed to make it easier for people to get on or off or to load or unload material.
  • EP 3299243 B1 discloses a cable car with a cable car station in which a cabin is moved lengthways between two floor guide rails.
  • the distance between the floor guide rails in the transverse direction is greater than the width of the car.
  • EP 3299243 B1 proposes that the cabin be blocked in the transverse direction by a blocking device in the area of the boarding platform.
  • the blocking device can be designed as a pin which is arranged centrally on the floor of the cabin and extends downwards and which cooperates with a clamping rail arranged on the floor of the cable car station.
  • the blocking device can, however, also be designed as an active slide that is integrated into the boarding platform.
  • the slide 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.
  • this has the disadvantage that this is only possible when the cabin is at a standstill and, moreover, the design is very complex.
  • At least one vehicle-fixed contact rail extending in the direction of movement of the cable car is arranged on the transport body and that at least one guide section with at least one fixed first guide device extending in the direction of movement of the cable car is provided in at least one cable car station, the first guide device at least during the movement of the cable car vehicle through the guide section with the contact rail of the cable car vehicle to generate a guide, the guide moving the transport body relative to the suspension from a rest position in which the cable car can be moved outside the guide section into a guide position in which the Cable car vehicle is movable through the guide section.
  • lateral oscillating movements of the transport body in the area of loading and unloading areas can be reduced, in particular prevented, whereby the safety of the passengers when getting on and off the cable car can be increased.
  • pendulum movements of the conveying body in the direction of movement of the cable car vehicle can be reliably reduced.
  • the spring-loaded suspension of the transport body is therefore used deliberately in order to shift the transport body relative to the suspension from the rest position into a guide position. Because a restoring force acts on the cable car vehicle in the guide position, which wants to move the cable car vehicle back to the rest position against the guide force and the interacting guides that prevent the return, the cable car vehicle is stabilized in the transverse and longitudinal directions.
  • At least two vehicle-mounted contact rails extending in the direction of movement of the cable car vehicle and spaced apart transversely to the direction of movement are arranged on the transport body 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 cooperates to generate the executive.
  • the manager acts in the transverse direction at several points on the transport body, as a result of which essentially a pure vertical displacement of the transport body relative to the suspension can be achieved.
  • At least one first guide device is designed as a ceiling guide rail, which is arranged on a stationary structure in the upper region of the cable car station and that the corresponding contact rail is arranged in an upper lateral region 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 the safety for passengers and staff.
  • At least one stationary second guide device extending in the direction of movement of the cable car is provided in at least one guide section, the transport body being deflected in the area of the guide section by the guide in the direction of the second guide device, the second guide device with part of the cable car vehicle in the area of the guide section cooperates to guide the cable car vehicle, wherein preferably at least one second guide device is designed as a floor guide rail, which is arranged on a stationary structure in the lower region of the cable car station.
  • the cable car vehicle is guided on both sides, as a result of which the stabilization of the cable car vehicle in the transverse direction can be further improved.
  • At least one first guide device and / or at least one second guide device is designed as a slide rail and / or several rotatably mounted rollers are arranged one behind the other in the direction of movement of the cable car on at least one first guide device and / or on at least one second guide device.
  • the friction between the ceiling guide rail and contact rail can be reduced and smooth guidance of the cable car can be achieved.
  • At least one first guide device and / or at least one second guide device preferably has a damping device and / or the at least one contact rail has a damping device.
  • the transport body is preferably designed as a cabin.
  • the invention can advantageously be used in a gondola lift
  • the object is achieved with a method for operating a cable car in that the cable car vehicle is moved into a guide section of a cable car station, a stationary first guide device of the cable car station extending in the direction of movement of the cable car station during the movement of the cable car vehicle through the guide section with one on the transport body arranged, vehicle-mounted contact rail extending in the direction of movement of the cable car cooperates to generate a guide force, the transport body being displaced during the movement through the guide section by the guide force relative to the suspension from a rest position in which the cable car vehicle is moved outside the guide section into a guide position in which the cable car is moved by the guide section.
  • FIGS. 1 to 4 show exemplary, schematic and non-limiting advantageous embodiments of the invention. It shows
  • FIG. 1 shows a schematic cable car station of a cable car in a known design in a plan view
  • FIG. 2 shows 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 shows the cable car from FIG. 2 in a side view
  • FIGS. 1 and 2 show 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 only briefly explained with reference to FIGS. 1 and 2 using the example of a circulating gondola lift.
  • 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, over which a revolving hoisting rope 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 let the hoisting rope 4 revolve in a loop over a pulley of another station.
  • the conveyor rope 4 is tensioned by a tensioning device acting on the pulley 3.
  • the cable car 1 is controlled by a cable car controller in the form of suitable hardware and software.
  • these known devices in particular the second station with 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 hoisting rope 4, typically in the range of a few tens or a few hundred cable car vehicles 5, only a few of which are shown for the sake of simplicity.
  • a platform 6 is also provided in the cable car station 2 in order to enable or facilitate the boarding and disembarking of persons to be transported or, in general, the loading and unloading of the cable car vehicles 5.
  • a cable car 5 of the cable car 1 entering the cable car station 2 is decoupled from the hoisting rope 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 5 is moved on in the cable car station 2.
  • the conveyor 8 is designed, for example, in the form of driven conveyor wheels 9 which are arranged in the cable car station 2 and which interact with a friction lining 11 on the cable car 5 in the cable car station 2.
  • the cable car 1 can be designed, for example, as a gondola lift or gondola lift, in which the 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 the platform 6 in the cable car station 2.
  • the cable car 5 could of course also be used for loading and unloading objects to be transported, for example Winter sports equipment, bicycles, baby carriages, etc.
  • a loading / unloading area is provided along a defined section of the platform 6 for people to get on and 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.
  • a common loading / unloading area could be provided in which both boarding / loading and disembarking / unloading take place.
  • a separate loading area E and unloading area A are provided, which are separated from one another, as indicated in FIG. This is advantageous because people getting off and boarding do not hinder each other.
  • 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.
  • a barrier 18 can in turn be arranged, which for example can also be the second barrier 18b at the same time, and a third barrier 18c can be arranged at the end of the loading area E.
  • The, for example, forced opening of the doors of the cable car 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.
  • this is only to be understood as an example and the loading / unloading areas A, E could also be arranged differently.
  • FIG 2 a detachable from the hoisting rope 4 cable car 5 of the cable car 1 in a cable car station 2 is shown in a view in the direction of travel.
  • the cable car 5 has a transport body K and a suspension 17, the transport body K being arranged on a hanger 12 of the cable car 5 by means of a suspension 17.
  • the cable car 5 can be connected to the hoisting rope 4 via the hanger 12, for example it can be suspended from the hoisting rope 4.
  • the transport body K is suspended from the suspension 17 in a sprung manner, so that the transport body K can oscillate relative to the suspension 17.
  • the comfort for the passengers can be increased, for example when driving over a roller battery of a cable car support, because impacts that occur are cushioned.
  • the sprung suspension can take place, for example, via one or more suspension units 20, which of course can also have damping properties if necessary.
  • the cable car 5 can be connected to a running gear 13, for example made up of at least one roller, via the hanger 12.
  • a rope clamp 10 can be arranged on the hanger 12, which can clamp the hoisting rope 4 under the action of a clamp spring and which can be actuated mechanically via a coupling pulley 14 and a clamping lever 15.
  • the clamping lever 15 is actuated and the cable clamp 10 is opened.
  • the cable clamp 10 is activated for closing by a further guide slot and is kept closed by the action of the clamp spring.
  • a guide roller 16 which interacts with the guide rail 7 in the cable car station 2, can also be arranged on the hanger 12.
  • a friction lining 11 can also be arranged, which can interact with the conveyor 8, for example the rotating conveyor wheels 9, in order to move the uncoupled cable car 5 along the guide rail 7 through the cable car station 2.
  • 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 firmly clamped to the hoisting rope 4, or with carrying ropes on which the cable car 5 is suspended via a carriage 13 and from at least one hoisting rope 4 is moved.
  • the cable car 1 can be designed as an aerial tramway, with or without a suspension cable, i.e. also with a reciprocating hoisting rope 4 instead of a revolving hoisting rope 4.
  • the specific design of the cable car 1 is, however, irrelevant for the invention.
  • the cable car 1 shown is designed as a circulating track in the form of a gondola lift, so the conveyance body K is a cabin here.
  • Doors 19 are often only arranged on one side of the cabins of a gondola lift, since loading / unloading, for example people getting on / off via platform 6, is generally only carried out from one side.
  • an unloading area A can first be provided in a mountain station of an orbit, in which the passengers can get out of the cabin, as a rule during the movement of the cable car 5, as shown in FIG. After getting off the cable car 5 (usually with an empty cabin) is deflected and moved to a loading area E, in which passengers can enter the cabin of the cable car 5 through the same door 19 for the descent.
  • doors 19 can also be arranged on the cabins on both sides in the transverse direction of a circulating track, for example to unload the cable car 5 first on one side and then to load it on the other side, if on both sides Platforms 6 are provided. Simultaneous loading and unloading would also be conceivable.
  • doors 19 are generally provided on both sides of the car. However, getting in and / or alighting usually only takes place from one side. For example, in the case of an aerial tramway, the door 19 on one side is often opened first for exit and the opposite door 19 is opened with a time delay for boarding.
  • the cable car vehicles 5 are therefore usually loaded on one side and off-center in the transverse direction, regardless of the specific design of the cable car (orbit or aerial tramway) when getting on or off.
  • the load also depends strongly depends on the number, weight and movement of the people or the material and is therefore very irregular. Up to now, this has led to the cable car 5 being stimulated to oscillate in the transverse direction (indicated by the double arrow in FIG.
  • Such pendulum movements also increase the risk of falling for the passengers because the relative movement between the cable car 5 and the platform in the direction of movement (due to the circulating 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.
  • boarding / disembarking for passengers with winter sports equipment, for example with ski boots can be made more difficult, which can lead to falls and, in the worst case, to injuries. It also makes loading and unloading material more difficult.
  • a plurality of suspension units 20 are provided between the suspension 17 and the transport body K of the cable car 5, e.g. the cabin, with which the transport body K of the cable car 5 is sprung, i.e. fastened to the suspension 17 so that it can vibrate, as shown schematically in FIG is indicated.
  • the suspension units 20 serve in particular to increase the comfort for the passengers during the journey. In this way, for example, unpleasant impacts on the conveyance body K of the cable car 5 can be reduced, which occur in the area of a cable car support when driving through a roller battery and are mostly perceived as unpleasant by the passengers.
  • suspension units 20 can, however, have a detrimental effect on the pendulum movements of the cable car 5 in the longitudinal and transverse directions and in particular intensify them because of the The spring travel of the suspension units 20 in the vertical direction also increases the maximum deflection of the cable car 5 in the transverse direction. Of course, this also depends on the type and configuration of the suspension units 20.
  • 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.
  • the suspension unit 20 could, however, also have suitable mechanical or pneumatic spring elements and mechanical, pneumatic or hydraulic damping elements in a known manner.
  • the transport body K of the cable car 5 (here the cabin) in the cable car station 2 is lowered or raised due to the spring deflection of the suspension units 20 relative to the suspension 17, which means an additional relative movement of the cable car 5 in a vertical direction to platform 6 means. That can increase the pendulum movement and make getting on or off or loading and unloading more difficult.
  • the invention is intended to increase the safety for passengers when getting on / off or generally the safety when loading / unloading the cable car 5 by reducing the pendulum movement of a cable car 5 in the transverse as well as in the longitudinal direction at least in the loading / unloading areas will.
  • At least one vehicle-fixed contact rail 23 extending in the direction of movement of the cable car 5 is arranged on the transport body K and that in at least one cable car station 2 of the cable car 1 at least one guide section FA with at least one stationary extending in the direction of movement of the cable car 5 first guide device 22 is provided.
  • the first guide device 22 interacts at least during the movement of the cable car 5 through the guide section FA with the contact rail 23 of the cable car 5 arranged on the transport body K to generate a guide force.
  • the manager shifts the transport body K relative to the suspension 17 from a rest position in which the cable car 5 can be moved outside the guide section FA to a guide position in which the cable car 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 5 is therefore deliberately used to move the transport body K during the movement through the guide section FA relative to the suspension 17 from the rest position to a guide position.
  • a restoring force acts on the cable car 5, as a result of which the cable car 5 tries to return to the rest position.
  • the stability of the cable car 5 can be increased in the transverse direction and in the longitudinal direction, as a result of which lateral oscillation and back and forth oscillation of the cable car 5, in particular of the transport body K, can be reduced.
  • the cable car 5 In an orbit, as shown in FIG. 4, for example, the cable car 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 through the respective guide section FAa, FAb in the guide position.
  • the loading / unloading usually takes place during the movement in order to achieve the highest possible transport performance.
  • the loading / unloading could of course also take place when the cable car 5 is at a standstill in the guide position.
  • the cable car 5 At the end of the respective guide section FAa, FAb in the direction of movement, the cable car 5 is shifted back from the stabilizing guide position into the rest position.
  • there is also a movement through the guide section FA to understand the movement of the cable car 5 of an aerial tramway in the area of the guide section FA of the cable car station 2.
  • the cable car 5 In the case of the aerial tramway, the cable car 5 would first be moved in the direction of movement into the fixed guide section FA upon entry and would come to a standstill in the area of the guide section FA. After loading / unloading, the cable car 5 would be moved out of the guide section FA in the opposite direction for the exit from the cable car station 2.
  • At least one first guide device 22 is preferably 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 can be seen in FIG.
  • the contact rail 23 is accordingly arranged in an upper lateral region on the cable car 5 in order to interact with the ceiling guide rail 22a in the region of the guide section FA.
  • the arrangement is advantageous because the area is difficult to access for people, in particular passengers or cable car personnel, which increases safety.
  • At least one stationary second guide device 21 extending in the direction of movement of the cable car 5 can be provided in the guide section FA.
  • the second guide device 21 is arranged in such a way that the cable car 5 is deflected in the area of the guide section FA by the guide force in the direction of the second guide device 21.
  • the second guide device 21 thus interacts with part of the cable car 5 in the area of the guide section FA for guiding the cable car 5, for example by the cable car 5 making contact with the second guide 21.
  • At least one second guide device 21 is preferably 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 shown in FIG. In this case, the floor guide rail 21a advantageously interacts with a spacer element 24 arranged on the cable car 5, in particular on the transport body K.
  • a fixed floor guide rail 21a is arranged on the platform 6 along the platform 6 of the cable car station 2 and there is a fixed 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.
  • the ceiling guide rail 22a and the contact rail 23 are designed in such a way that the transport body K in the region of the guide section FA is pressed vertically downwards by the ceiling guide rail 22a (shown on the right in FIG. 2) via the contact rail 23 on the right side. Due to the unilaterally acting guiding force, the conveying body K is additionally pressed in the transverse direction in the direction of or against the floor guide rail 21a which is opposite each other as seen in the direction of travel (on the left in FIG. 2). As a result, the cable car 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 slight 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.
  • 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 passing cable car vehicles 5, for example on a suitable stationary structure of the cable car station 2 K, only one contact bar 23 is provided on only one side here.
  • the floor guide rail 21a would be arranged on the opposite side of the platform 6, for example on a suitable fixed structure of the cable car station 2.
  • the ceiling guide rail 22a would correspondingly 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 5 facing the platform 6 on the transport body K in order to contact the ceiling guide rail 22a. If the cable car 5, as shown, comprises a cabin as the transport body K, the contact rail 23 can be arranged, for example, on the roof of the cabin.
  • two vehicle-fixed contact rails 23, which extend in the direction of movement of the cable car 5 and are spaced apart from one another transversely to the direction of movement, could also be arranged on the conveying body K.
  • a contact rail 23 could be arranged on the conveying body K on both sides of the cable car 5 (solid line on the right and dashed on the left in FIG. 2). 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.
  • an unloading area A with a Platform 6 on one side for example on the left in the direction of movement
  • a subsequent loading area E with a platform 6 on the opposite side for example on the right in the direction of movement
  • a door 19 for loading / unloading could then preferably be provided on both sides (indicated by dashed lines on the right in FIG. 2).
  • a first guide section FA could be assigned to the unloading area A, for example, which pushes the cable car 5 in the direction of the platform 6 of the unloading area (to the left) and the following loading area E could be assigned 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 presses the cable car 5 in the direction of the platform 6 of the loading area E (to the right).
  • This embodiment could, for example, be provided in an advantageous manner at a middle station of a cable car 1 arranged between the mountain station and the valley station, since the cable car vehicles 5 do not turn around in this station, but pass through on two sides (ascent and descent).
  • contact rails 23 are arranged on both sides of the cable car 5 (viewed in the direction of travel) (FIG. 2 dashed + solid lines), then only one of the two contact rails 23 would always interact with a ceiling guide rail 22a, whereby a vertical rebound of the transport 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 transport body K takes place in the transverse direction, for example in the direction of a floor guide rail 21a.
  • a combination of the two variants would also be conceivable, in which a floor guide rail 21a and a ceiling guide rail 22a are arranged on each side.
  • only one contact rail 23 would be provided on the transport body K (here, for example, above the door 19 of the cabin), which then only interacts, for example, with the ceiling guide rail 22a above the platform 6 in order to move the cable car 5 against the opposite floor guide rail 21a (here dashed line).
  • 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 press the cable car 5 in the direction of the floor guide rail 21a arranged on the platform 6.
  • 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, for example, above the door 19 on the roof of the Cabin) or on the opposite side in the upper area of the transport body K.
  • the embodiment shown in Figure 2 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 in the direction of the platform 6 is pressed. As a result, the gap between the cable car 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. As a result, the safety during loading / unloading, in particular when people getting on / off, can be further increased because, for example, the risk of objects falling into the gap or parts of winter sports equipment getting caught in it can be reduced.
  • a spacer element 24 is preferably also arranged in a lower area of the cable car 5, which in the area of the guide section FA interacts with the second guide device 21, for example is in contact with the floor guide rail 21a, as shown on the left in FIG.
  • the cable car 5 has a cabin as the transport body K
  • the spacer element 24 is arranged on the cabin below the door and is designed as a step board.
  • the cabin and the floor guide rail 21a are not in direct contact, but rather the floor guide rail 21a and the spacer element 24 or the footboard.
  • a spacer element 24 can also be arranged on the side of the cable car 5 opposite the platform 6, here for example on the side of the cabin opposite the door 19.
  • the spacer element 24 does not have to be designed as a step, but could also be designed in any other way.
  • a suitable rail or as a shaped tube which is fastened at the appropriate distance on the cable car 5 in order to contact the floor guide rail 21a (here on the right) in the area of the guide section FA.
  • At least two vehicle-mounted contact rails 23 extending in the direction of movement of the cable car 5 and 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 contact rail 23 to generate the guide force.
  • the contact rails 23 could, for example, in the transverse direction on both sides of the cable car 5 in each case be arranged in the upper region of the transport body K, here on the roof of the cabin, as shown in Fig. 2 (solid and dashed).
  • the two stationary first guide devices 22 can accordingly be designed as ceiling guide rails 22a and at the same time work together with the two contact rails 23 in order to shift the conveyance body K relative to the suspension 17 into the guide position.
  • the conveying body K is loaded simultaneously in two positions in the transverse direction by the first guide devices 22. This has the effect that the conveying body K is 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, as a result of which a stable position of the conveying body K is established.
  • the ability of the conveyor K to vibrate (which is desired outside of the guide section FA) caused by the spring-loaded arrangement of the conveyor K on the suspension 17 is therefore deliberately restricted, in particular completely suppressed, in the area of the guide section FA.
  • the second (double) embodiment has the advantage over the first (one-sided) embodiment that there is essentially no lateral deflection of the conveying body K in the guide section FA.
  • the floor of a cabin can be aligned essentially parallel to the platform 6 during the movement of the cable car 5 through the guide section FA, whereby the comfort when boarding / alighting can be further increased.
  • At least one first guide device 22 and / or at least one second guide device 21 is preferably designed as a slide rail.
  • a plurality of rotatably mounted rollers 25 could also be arranged one behind the other in the direction of movement of the cable car 5 on at least one first guide device 22 and / or on at least one second guide device 21.
  • rollers 25 are rotatably mounted one behind the other in the direction of movement of the cable car 5 on the ceiling guide rail 22a.
  • the friction can be reduced by the rollers 25 rolling on the corresponding contact rail 23 of the cable car 5.
  • a suitable running surface for rolling off the rollers 25 can also be provided on the contact rail 23.
  • the contact bar 23 is preferably formed from a material with sufficiently high strength that is also suitable for the weather conditions to be expected.
  • 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 5 and makes cleaning easier.
  • FIG. 3 shows the cable car 5 from FIG. 2 in a side view from the opposite side of the platform 6 (from the right in FIG. 2).
  • the floor guide rail 21a is designed here as a slide rail along which the cable car 5 slides in the area of the guide section FA, preferably with the spacer element 24 attached to it.
  • a suitable sliding coating can be provided for this purpose, for example.
  • a plurality of rollers can also be arranged one behind the other in the direction of movement on the floor guide rail 21a, analogously to the ceiling guide rail 22a.
  • a damping device (not shown) may be provided.
  • a damping device 26 could also be provided on at least one contact rail 23.
  • the damping device can comprise, for example, a mechanical spring or gas spring and a mechanical, pneumatic or hydraulic damper.
  • a suitable buffer element such as a rubber buffer could also be provided.
  • the damping device 26 shown serves to cushion and dampen vertical movements of the cable car 5, which occur in particular when the cable car 5 enters the guide section FA.
  • a damping device (not shown) could of course also alternatively or additionally be arranged on the floor guide rail 21a in order to cushion and dampen horizontal movements of the cable car 5 in the area of the guide section FA.
  • the damping device 26 should have sufficiently soft damping characteristics so that shocks are reliably absorbed, but should also be sufficiently hard so that pendulum vibrations of the cable car 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 spring-loaded suspension (e.g. the suspension units 20) of the transport body K on the suspension 17.
  • a slide covering could also be used which has certain spring / damping properties.
  • the contact bar 23 can also have rounded ends, viewed in the direction of movement.
  • the first guide device 22 can also have rounded ends as seen in the direction of movement. This is advantageous because at the beginning of the guide section FA a contact pressure on the cable car 5 that increases continuously in the direction of movement is achieved. As a result, the conveying body K is not shifted abruptly, but continuously from the rest position into the guide position, whereby the comfort can be improved. In the same way, a continuously falling contact pressure can be achieved at the end of the guide section FA.
  • 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.
  • two damping devices 26 are arranged between the contact rail 23 and the cable car 5, here the roof of the cabin.
  • the contact rail (s) 23 extend over a relatively large area of the conveying body K in the direction of movement.
  • the length of the contact rails 23 is selected so that the contact with the corresponding first guide devices 22 takes place over a sufficiently large length so that pendulum movements of the conveying body K in the direction of movement (forward (backward pendulum) can be reliably avoided.
  • the transport body K of the cable car 5 is sprung, for example, by means of at least one suspension unit 20, that is to say can be attached to the suspension 17 so as to oscillate, in order to increase the comfort for the passengers during the journey.
  • at least one suspension unit 20 that is to say can be attached to the suspension 17 so as to oscillate, in order to increase the comfort for the passengers during the journey.
  • four suspension units 20 are arranged between the suspension 17 and the conveying body K (the cabin), as can be seen in FIG. 2 in conjunction with FIG.
  • the suspension units 20 in the area of the guide section FA are preferably pretensioned in such a way that when people get on / off or generally when loading / unloading the cable car 5, no or only very little slight pendulum movements of the cable car 5 and / or only a slight sinking of the cable car 5 due to the weight of the load are possible.
  • the transport body K is pressed downward 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.
  • the suspension units 20 are rebounded on the respective side and thereby pretensioned.
  • the suspension units 20 on the other side are correspondingly compressed because the conveying body K on this side moves upwards relative to the suspension 17 due to a torque generated by the guiding force.
  • the ceiling guide rail 22a and the contact rail 23 could be designed in such a way that the platform-side suspension unit (s) 20 (left in FIG.
  • the transport body K is pressed downward on both sides relative to the suspension 17 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.
  • the suspension units 20 are spring-loaded on both sides and are thus pretensioned.
  • the ceiling guide rails 22a and the contact rails 23 in FIG. 2 are preferably designed in such a way that the platform-side suspension unit (s) 20 (on the left in FIG. 2) and the suspension unit (s) 20 opposite the platform 6 (in Fig. 2 right) are 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.
  • the resilient suspension of the transport body K on the suspension 17 is essentially blocked in the area of the guide section FA, so that the cable car 5 can be moved through the guide section FA as free as possible of disruptive pendulum movements.
  • FIG. 4 shows a cable car station 2 according to the invention of a circulating cable car designed as a gondola lift, the basic structure of which essentially corresponds to the cable car station according to FIG.
  • the direction of movement of the hoisting rope 4 and thus the direction of movement of the cable car 5 is indicated by the arrows.
  • an exit area or generally an unloading area A is provided on the left of the platform 6 between two barriers 18a, 18b.
  • an entry area or, in general, a loading area E is provided between two barriers 18c, 18d.
  • the unloading area A extends here partially 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.
  • this is only to be understood as an example 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 embodiment, that is, each have a stationary first guide device 22 arranged on one side and a stationary second guide device 21 arranged on one side, as was explained with reference to FIGS.
  • 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.
  • a first ceiling guide rail 22a.1 is arranged in an upper area of the cable car station 2, above the passing cable car vehicles 5, and opposite the platform of the loading area E, a second ceiling guide rail 22a.2 is arranged in the upper area.
  • the hoisting rope 4 and the pulley 3 are shown broken away in the area of the ceiling guide rails 22a.1, 22a.2. Only one contact rail 23 is arranged on each of the conveyance bodies K of the cable car vehicles 5.
  • a plurality of rollers 25 are arranged one behind the other in the direction of movement on both ceiling guide rails 22a.1, 22a.2 and interact with the contact rail 23 of the cable car 25 located in the respective guide section FAa, FAb, in particular roll on it.
  • the respective cable car 5 is pressed, as described, in the direction of or against the floor guide rail 21a.1, 21a.2.
  • 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.
  • a single continuous floor guide rail can be provided.
  • the exemplary embodiments described with reference to FIGS. 1 to 4 are of course only exemplary and are not to be understood as restrictive for the invention.
  • the invention is not limited, for example, to the circulating cable car shown, but could of course also be used for other types of cable car, for example in the case of aerial tramways.
  • the cable car vehicles 5 can also be designed differently as desired.
  • Essential for the invention is the functional principle, according to which pendulum movements of the transport body K in the longitudinal and transverse direction in the area of the guide section FA are reduced by having at least one stationary first guide device 22 of the cable car station 2 with a fixed vehicle mounted on the transport body K.
  • Contact rail 23 of the cable car 5 cooperates to exert a guiding force on the conveyance body K, which moves the conveyance body K from a rest position (outside the guide section FA) into a guide position within the guide section FA.
  • the concrete constructive implementation is at the discretion of the specialist.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Insulated Conductors (AREA)
  • Flexible Shafts (AREA)
  • Vibration Prevention Devices (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Electric Cable Arrangement Between Relatively Moving Parts (AREA)

Abstract

L'objet de la présente invention est de fournir un téléphérique (1) permettant d'améliorer la sécurité et le confort des passagers pendant le chargement et le déchargement des véhicules de téléphérique (5), de la façon la plus simple et économique possible. Selon l'invention, ce but est atteint en ce qu'au moins un rail de contact fixé sur véhicule (23), s'étendant dans le sens de déplacement du véhicule de téléphérique (5), est disposé sur le corps de transport (K), et qu'au moins une partie de guidage (FA) comprenant au moins un premier dispositif de guidage fixe (22) s'étendant dans le sens de déplacement du véhicule de téléphérique (5) est disposée dans au moins une station de téléphérique (2), le premier dispositif de guidage (22) coopérant avec le rail de contact (23) du véhicule de téléphérique (5), au moins pendant le déplacement de ce dernier (5) à travers la partie de guidage (FA), afin de produire une force de guidage qui fait passer le corps de transport (K), par rapport à la suspension (17), d'une position de repos, dans laquelle le véhicule de téléphérique (5) peut être déplacé en dehors de la partie de guidage (FA), à une position de guidage, dans laquelle le véhicule de téléphérique (5) peut être déplacé à travers la partie de guidage (FA).
EP21708185.0A 2020-02-26 2021-02-24 Téléphérique à stabilisation de cabine Active EP4077091B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50140/2020A AT523619A1 (de) 2020-02-26 2020-02-26 Seilbahn mit Kabinenstabilisierung
PCT/EP2021/054484 WO2021170598A1 (fr) 2020-02-26 2021-02-24 Téléphérique à stabilisation de cabine

Publications (3)

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EP4077091A1 true EP4077091A1 (fr) 2022-10-26
EP4077091C0 EP4077091C0 (fr) 2024-01-31
EP4077091B1 EP4077091B1 (fr) 2024-01-31

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US (1) US20230088063A1 (fr)
EP (1) EP4077091B1 (fr)
KR (1) KR20220157977A (fr)
CN (1) CN115151471B (fr)
AT (1) AT523619A1 (fr)
AU (1) AU2021226837A1 (fr)
CA (1) CA3173305A1 (fr)
CO (1) CO2022012230A2 (fr)
MX (1) MX2022010472A (fr)
WO (1) WO2021170598A1 (fr)

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JP7443317B2 (ja) 2021-10-28 2024-03-05 プライムプラネットエナジー＆ソリューションズ株式会社 正極およびこれを備える二次電池ならびに集電タブ付き正極の製造方法
CN114988034B (zh) * 2022-05-07 2024-05-03 重庆交通大学 一种物流运载缆车
KR102649790B1 (ko) * 2023-01-18 2024-03-21 한국모노레일주식회사 현수식 모노레일의 탑승장 자세제어장치

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Publication number Priority date Publication date Assignee Title
CH543409A (de) 1971-08-26 1973-10-31 Frech Anton Standseilbahn oder Luftseilbahn oder Hochbahn
JP2905707B2 (ja) * 1994-11-14 1999-06-14 日本ケーブル株式会社 パルス循環式索道の搬器扉開閉装置
DE50300440D1 (de) * 2002-07-16 2005-05-19 Innova Patent Gmbh Wolfurt Seilbahnanlage mit einem Trag- und Förderseil und durch Kabinen und durch Sessel gebildeten ankuppelbaren Fahrbetriebsmitteln
CN2652745Y (zh) * 2003-10-24 2004-11-03 武汉三特索道集团股份有限公司 单线循环固定抱索器索道的车厢的脱挂装置
FR2879547B1 (fr) 2004-12-17 2007-03-02 Pomagalski Sa Mecanisme de commande a verrouillage d'un capot pivotant pour telesiege
US20070034105A1 (en) * 2005-08-09 2007-02-15 Jean-Francois Mugnier Aerial ropeway transport methods
AT502753A3 (de) * 2005-09-27 2009-01-15 Innova Patent Gmbh Seilbahnanlage mit verdrehbaren fahrbetriebsmitteln
CN102463997A (zh) * 2010-11-15 2012-05-23 盐城海旭数控装备有限公司 一种悬挂式新能源轨道公交车
IT201600094933A1 (it) * 2016-09-21 2018-03-21 Leitner Spa Impianto a fune per il trasporto di passeggeri
CN107985328A (zh) * 2017-11-29 2018-05-04 中建空列（北京）科技有限公司 悬挂式空中轨道列车

Also Published As

Publication number Publication date
EP4077091C0 (fr) 2024-01-31
CO2022012230A2 (es) 2023-01-26
US20230088063A1 (en) 2023-03-23
AT523619A1 (de) 2021-09-15
CN115151471B (zh) 2023-11-14
AU2021226837A1 (en) 2022-09-29
CN115151471A (zh) 2022-10-04
CA3173305A1 (fr) 2021-09-02
EP4077091B1 (fr) 2024-01-31
KR20220157977A (ko) 2022-11-29
WO2021170598A1 (fr) 2021-09-02
MX2022010472A (es) 2022-09-19

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