EP4227183A1 - Cableway with fall protection - Google Patents

Abstract

In order to increase the safety of passengers entering the cabins (5) without having to reduce the transport capacity, at least one barrier device (14) is provided on the cable car vehicle (3) according to the invention, which is arranged in such a way that it movement of the cable car vehicle (3) along a platform (2) of a cable car station (1) facing an adjacent cable car vehicle (3) and which is designed to create a space (Z) between the cabin (5) of the cable car vehicle (3) and a cabin (5) of the adjacent cable car vehicle (3) to at least partially bridge in order to form a barrier for people to penetrate into the intermediate space (Z).

Description

The present invention relates to a cableway vehicle for a circulating cableway, the cableway vehicle having a hanger with an actuatable cable clamp for releasably coupling the cableway vehicle to a hoisting cable of the circulating cableway and a cabin for accommodating a number of people. The invention also relates to a revolving cable car with a plurality of cable car vehicles that can be moved by means of a hoisting cable and with at least one cable car station in which a platform is provided for passengers to board, the cable car vehicles being able to be decoupled from the hoisting cable within the cable car station and traveling at a reduced speed of the platform are movable. In addition, the invention relates to a method for operating such a revolving cable car.

There are a wide variety of embodiments of circulating ropeways, mostly for transporting people and/or goods, for example as urban transport or for transporting people in ski areas. A large number of cable car vehicles are provided in a known manner, which are moved suspended in the air by means of a hoisting cable. The cable car vehicles therefore have no ground contact. The cable car vehicles are usually detachably attached to the hoisting rope and are carried and moved by the hoisting rope at the same time. However, there are also versions, e.g. Here, too, the drive is provided by means of a revolving hoisting rope. The cable car vehicles usually have transport bodies for accommodating people or objects, e.g. cabins. Usually, such circulating cable cars are used in rough terrain, mostly for mountain routes, for example in ski areas, to transport people from the valley up a mountain.

As a rule, a circulating cable car has at least two cable car stations in the form of terminal stations, between which the cable car vehicles are moved in a closed, circulating track. The track is essentially defined by the hoisting cable. The cable car vehicles are thus moved on one side from one end station to the other and back again on the opposite side. The movement of the cable car vehicles is therefore always essentially continuous in one direction, analogous to a continuous conveyor. In addition, one or more middle stations can also be provided between the end stations, through which the cable car vehicles pass without the cable car vehicles being turned around. In a middle station there is therefore no change in the direction of travel, but at most a certain change in direction. The hoisting rope is driven in a known manner via a drive device, for example an electric machine, which is arranged in at least one cable car station and which can be controlled via a suitable controller. As a rule, the drive device drives a conveyor pulley on which the conveyor cable is deflected.

In modern circulating cable cars, the cable car vehicles are detachably coupled to the hoisting cable, for example via suitable cable clamps that can be opened and closed. As a result, the cable car vehicles can be decoupled from the hoisting cable when entering a cable car station and the speed can be reduced. The cable car vehicles can then be moved through the cable car station at the reduced speed, while the hoisting cable is moved at the same speed. As a result, more time is available for passengers to board and alight, which increases comfort and safety. When exiting the cable car station, the cable car vehicles can be accelerated again to the speed of the haul rope and coupled to the haul rope. The structure and function of a circulating cable car is well known, which is why no further details are given here.

With known circulating cableways, the problem often arises, particularly in cableway stations with straight platforms, that passengers want to board between the cabins instead of in the cabins. The passengers then fall through the space between the cabins into the vehicle pit below, which can lead to serious injuries. This occurs above all when the distance between the vehicles is set in such a way that a distance between the cabins corresponds approximately to the passage width of an open cabin door. With larger vehicle distances, which are used, for example, for a reduced conveying capacity, this problem does not occur or only very rarely, because the distance between the cable car vehicles is significantly larger than the passage width of the open doors. However, a permanent reduction in transport capacity is of course undesirable, especially at peak times, because this would result in long waiting times for the boarding passengers.

The object of the invention is therefore to increase the safety for boarding passengers in a revolving cable car without reducing the conveying capacity.

The object is achieved in that at least one barrier device is provided on the cable car vehicle, which is arranged in such a way that when the cable car vehicle moves along a platform of a cable car station, it faces an adjacent cable car vehicle and is designed to create a gap between the cabin of the cable car vehicle and of the cabin of the adjacent cable car vehicle to at least partially bridge in order to form a barrier for persons against intruding into the intermediate space. Under the outside of the cabin is under the Invention to understand both a fixed part of the cabin, such as an outer surface of the cabin, and a movable part of the cabin, such as a door.

At least two barrier devices are preferably provided, one barrier device being arranged at the front of the cable car vehicle in the direction of movement of the cable car vehicle and one barrier device being arranged at the rear of the cable car vehicle in the direction of movement of the cable car vehicle. This is advantageous because the barrier devices cover the intermediate space together, so that each barrier device only has to have a shorter length.

It is advantageous if the barrier device arranged at the front in the direction of movement and the barrier device arranged at the rear in the direction of movement are arranged at different positions in a transverse direction running transversely to the direction of movement. As a result, there can be no collision of the barrier devices facing one another if the cable car vehicles approach too closely, but the barrier devices overlap one another.

At least one barrier device is preferably arranged on an immovable outer surface of the cabin and/or at least one barrier device is arranged on a component of the cable car vehicle that is movable with respect to the cabin. This allows a flexible arrangement on the cable car vehicle, so that the position can be selected depending on the specific design of a cable car vehicle.

A door for people to get in and out is preferably provided on at least one cabin side of the cabin and at least one barrier device is arranged on a movable door leaf of the door. It can also have two door leaves that can be opened in opposite directions, and a barrier device can be provided on each door leaf. As a result, the barrier devices are moved with the door leaves when opening and closing, which means that the barrier devices are less long in the direction of movement in order to achieve a comparable protective effect as with the stationary arrangement on the outer surface of the cabin. In addition, the arrangement on the door leaf is advantageous in order not to impair the aerodynamics too much when driving freely between the stations.

A holding device for winter sports equipment, in particular skis, can also be provided on the cable car vehicle, it being possible for at least one barrier device to be arranged on the holding device. The holding device is particularly advantageously arranged on a movable door leaf of the door. The holding device can also be detachable from the cable car vehicle. As a result, for example, the holding device incl. Barrier device can only be used in winter mode and in summer mode in which If no holding device is required, the holding device including the barrier device can be removed from the cable car vehicle.

An assembly device for the detachable assembly of at least one barrier device is advantageously provided on the cable car vehicle, the assembly device preferably being designed for tool-free assembly and disassembly of the barrier device. As a result, the barrier device can be easily removable, for example, so that the barrier device can be removed depending on the operation, for example during summer operation of the cable car with reduced transport capacity. In a simple embodiment, the assembly device can be designed as a plug connection. For this purpose, a suitable mounting fixture, e.g. a recess or a shaped tube with an angular or round cross-section, can be provided on the cable car vehicle, for example on the cabin, on the door leaf, or on the holding device. A complementary mounting section for insertion into the mounting receptacle can be provided on the barrier device. As a result, a form-fitting connection is produced at least transversely to the longitudinal axis of the shaped tube.

A pivoting device can also be provided on the cable car vehicle, which is designed to pivot at least one barrier device or part of at least one barrier device relative to the cabin. As a result, the barrier device can be pivoted, for example, between an operating position and a stowed position, which allows flexible adaptation to the operation of the circulating cable car. The use position is to be understood as meaning an unfolded state in which the barrier device is used to form the boundary. The stowed position is to be understood as meaning a state in which the barrier device is in a non-operable state and is preferably stowed on the cable car vehicle in the most space-saving manner possible.

A pivoting device can be advantageous, for example, in order to move the barrier device from the deployment position to the stowed position in a cable car operation with reduced transport capacity (in which fewer cable car vehicles are used and the vehicle spacing inside and outside the cable car station is therefore too great for the meaningful use of the barrier device). . As a result, reduced operation does not require complete removal of the barrier device and operation can be carried out in a substantially conventional manner, as with cable car vehicles without a barrier device. In the embodiment of the mounting device mentioned above as an example, the shaped tube can be designed as a cylindrical tube, for example, and the mounting section of the barrier device can be designed correspondingly cylindrical. As a result, the assembly device forms the pivoting device at the same time. The barrier device is thus not only accommodated in a form-fitting manner in the radial direction, but is rotatably accommodated in the cylindrical tube of the mounting device or pivoting device by means of the mounting section.

Of course, the entire barrier device does not necessarily have to be pivotable, but only parts of the barrier device could also be pivotable. For this purpose, the barrier device could have, for example, a base body that is firmly connected to the cable car vehicle and at least one projecting section that is connected to the base body in an articulated manner. As a result, only the cantilevered section can be shifted between the use position and the stowed position as required.

The assembly device and/or the pivoting device can also have a locking device for fixing a position of the barrier device relative to the cabin. This allows the barrier device to be fixed, for example, in the deployed position described above or in the stowed position. In the embodiment mentioned above by way of example, a latching element that may be spring-loaded in the transverse direction, e.g. a pin or a ball, could be provided on the mounting device and/or the pivoting device. A complementary snap-in opening could be provided on the mounting section of the barrier device, into which the snap-in element snaps in a form-fitting manner when the mounting section is inserted into the molded tube. The locking device could also be lockable, for example. As a result, dismantling and/or pivoting of the barrier device would only be reserved for an authorized group of people, for example the cable car personnel. As a result, the risk of unauthorized manipulation of the barrier device by passengers can be reduced.

At least one barrier device preferably has at least one bracket. The bracket can also have a free end which faces away from the cabin in the direction of movement. This creates a simple and inexpensive embodiment. A bracket can have a bent tube, for example. The bracket can also have one or more free ends.

It can be advantageous if at least one barrier device has a fence element, with a boundary surface running in the direction of movement being provided on the fence element. This improves protection because a relatively large area can be formed. The boundary surface of the fence element can form a closed surface, for example, and can be made of plastic, for example. The boundary surface can also have openings for air permeability in the transverse direction. For example, the fence member may have an external frame that delimits the fence member and a mesh of wire, rope, etc. provided within the frame.

At least one barrier device preferably extends in a vertical direction over at least 10% of a cabin height, preferably over at least 20%, particularly preferably over at least 30%. It is also particularly advantageous if at least part of at least one barrier device is provided in the lower half of the cabin, preferably in the lower third of the cabin. Furthermore, it is advantageous if the length of at least one barrier device in the direction of movement is at least 5 cm, preferably at least 10 cm. This provides adequate protection for most applications. The arrangement in the lower third is particularly advantageous in order to protect children or animals from falling into the gap.

In a revolving cable car with a plurality of cable car vehicles, it is advantageous if at least one of the cable car vehicles has at least one barrier device, with the at least one barrier device of the at least one cable car vehicle facing an adjacent cable car vehicle when moving along the platform. For improved protection against falling into the intermediate space, it is advantageous if the platform of the cable car station has a straight course, at least in the area of a boarding area.

Preferably, however, at least two consecutive cable car vehicles each have at least one barrier device, the barrier devices of the at least two consecutive cable car vehicles being arranged on the cable car vehicles in such a way that they face each other when the cable car vehicles move along the platform. As a result, the barrier devices can be made shorter in the direction of movement, since they jointly form the boundary for the intermediate space.

The circulating cable car is advantageously operated in such a way that the at least one cable car vehicle, on which the at least one barrier device is provided, and an adjacent cable car vehicle within the cable car station are moved in a state decoupled from the hoisting cable at a specified vehicle spacing one behind the other in a direction of movement along the platform , wherein the distance between vehicles is defined such that a barrier distance between the barrier device and the cabin of the adjacent cable car vehicle (or between the barrier devices of the adjacent cable car vehicles facing one another) in the direction of movement is a maximum of 50 cm, preferably a maximum of 30 cm, particularly preferably a maximum of 10 cm. As a result, particularly good protection against falling into the intermediate space can be made possible. Of course, it is particularly preferable for the distance between the vehicles and the design of the barrier devices to be matched to one another.

• Fig.1 einen Bahnsteig einer Seilbahnstation einer Umlaufseilbahn mit drei erfindungsgemäßen Seilbahnfahrzeugen in einer Ansicht von oben,
• Fig.2 drei Seilbahnfahrzeuge in einer vorteilhaften Ausgestaltung der Erfindung, die hintereinander entlang eines Bahnsteigs einer Seilbahnstation bewegt werden in einer Ansicht von oben,
• Fig.3 zwei Seilbahnfahrzeuge in einer vorteilhaften Ausgestaltung der Erfindung in einem Parkbereich einer Seilbahnstation in einer Ansicht von oben,
• Fig.4 zwei Seilbahnfahrzeuge in einer vorteilhaften Ausgestaltung der Erfindung, die hintereinander entlang eines Bahnsteigs einer Seilbahnstation bewegt werden in einer Seitenansicht.

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

• Fig.1 a platform of a cable car station of a circulating cable car with three cable car vehicles according to the invention in a view from above,
• Fig.2 three cable car vehicles in an advantageous embodiment of the invention, which are moved in a row along a platform of a cable car station in a view from above,
• Fig.3 two cable car vehicles in an advantageous embodiment of the invention in a parking area of a cable car station in a view from above,
• Fig.4 two cable car vehicles in an advantageous embodiment of the invention, which are moved one behind the other along a platform of a cable car station in a side view.

Fig.1 shows a platform 2 of a cable car station 1 of a circulating cable car. Three cable car vehicles 3 are shown as an example, which can be moved one behind the other in a direction of movement B along the platform 2 in a known manner. The representation in 1 is greatly simplified. The cable car vehicles 3 each have a hanger 4, at the lower end of which a cabin 5 for accommodating people is arranged. In an upper section of the hanger 4 there is also a (in Fig.1 not shown) cable clamp 15 is provided, with which the cable car 3 can be detachably coupled to a hoisting cable 6 of the circulating cable car. As a result, the cable car vehicles 3 can be decoupled from the hoisting cable 6 when entering the cable car station 1 and can be moved along the platform 2 within the cable car station 1 at a reduced speed.

Before leaving the cable car station, the cable car vehicles 2 can be accelerated again and coupled to the hoisting cable 6 . A suitable guide rail 7 is generally provided for guiding the cable car vehicles 3 in the decoupled state. The cable car vehicles 3 can roll on the guide rail 7 by means of suitable guide rollers 8 . The guide rollers 8 are arranged on the hanger 4, mostly rotatably mounted on the cable clamp 15. The use of a guide rail 7 with guide rollers 8 is known in principle, which is why the guide rail 7 and the guide rollers 8 in Fig.1 are only indicated schematically in a simplified manner. Optionally, a laterally arranged stabilization rail (not shown) can also be provided in the cable car station 1 and a stabilization roller (not shown) can be provided on each of the cable car vehicles 3, which rolls in the stabilization rail. As a result, a lateral pendulum movement of the cable car vehicles 3 within the cable car station 1 can be reduced. To drive the cable car vehicles 3 in the decoupled state is in the Usually a suitable (not shown) auxiliary drive provided. The auxiliary drive often has a plurality of drive wheels which are arranged one behind the other along the guide rail 7 and interact with a friction lining 17 provided on the cable car vehicle 3 . The friction lining 17 is usually also provided on the cable clamp (see Fig.2 ).

While the hoisting cable 6 is moved on at an unchanged speed, the cable car vehicles 3 can thus be moved through the cable car station 1 at a significantly lower speed. As a result, the comfort and safety for the boarding passengers can be increased because more time is available for boarding and the relative speed between the passengers and the cable car vehicles 3 is lower. This is particularly advantageous when using the cable car in a winter sports area, because the passengers may need more time due to the winter sports equipment and mobility is restricted due to the winter sports equipment (ski boots, skis, ski poles, etc.). A boarding area E is indicated on the platform 2 of the cable car station 1, in which the passengers can board the cable car vehicles 3 traveling by transversely to the direction of movement B, as indicated by the arrows in FIG Fig.1 is indicated. On a cabin side of the cabins 5 facing the platform 2, an in Fig.1 not shown door T provided (see Fig.2-4 ).

The hoisting rope 6 is usually driven via a sheave 9 on which the hoisting rope 6 is deflected. The pulley 9 can be driven by a suitable drive unit 10, for example an electric machine. The drive unit 10 is connected to a control unit 11, which can have suitable hardware and/or software. The control unit 11 can in turn be connected to a user interface 12 via which the functions of the cable car, in particular the drive of the hoisting cable and the auxiliary drive for the cable car vehicles 3, can be controlled by the cable car personnel. The control unit 11 and/or the user interface 12 can be arranged, for example, in an operating room 13 of the cable car station 1 or another cable car station.

As mentioned at the beginning, there was often the problem with previous circulating cable cars that passengers did not board a cable car vehicle 3 through the doors T, but accidentally entered a space Z between two consecutive cable car vehicles 3. The space Z is in Fig.1 indicated by hatching. As a result, the passengers fell through space Z into a vehicle pit below, which in some cases resulted in serious injuries. According to the invention, at least one barrier device 14 is therefore provided on an outside of at least one cabin 5 is arranged in such a way that it faces an adjacent cable car vehicle 3 when the cable car vehicle 3 moves along the platform 2

The barrier device 14 is designed to at least partially bridge the space Z between the cable car vehicles 3 in order to form a limitation for people to prevent people from entering the space Z. In the example shown, two barrier devices 14 are provided on each of the three cable car vehicles 3 , one barrier device 14 being arranged in the direction of movement B at the front of the cabin 5 and a barrier device 14 being arranged in the direction of movement B at the rear of the cabin 5 . The barrier devices 14 are arranged on the outer surface of the cabins 5 here, merely by way of example. In principle, however, it would be sufficient if only one barrier device 14 were provided on a cable car vehicle 3 .

In Fig.2 13 is a more detailed depiction of the three cable car vehicles 3 from FIG Fig.1 shown. The rope clamps 15 with actuating rollers 16 for opening the rope clamps 15 and the friction linings 17 for the auxiliary drive can also be seen here. Furthermore, the guide rail 7 is shown, along which the cable car vehicles 3 by means of (in Fig.2 not visible) guide rollers 8 are moved parallel to the platform 2. On a cabin side of the cabins 5 facing the platform 2, a door T is provided for people to get in and out. In the example shown, the doors T each have two door leaves 18 that can be opened in opposite directions. The doors T are opened automatically, preferably in the direction of movement B at the beginning of the boarding area E, and they are also closed automatically, preferably at the end of the boarding area E, before the cable car vehicles 3 exit the cable car station 1.

On the opposite side of cable car station 1 from boarding area E, a (in 1 +2 not shown) exit area for disembarking passengers may be provided. The exit area can be designed essentially analogously to the entry area. The doors T are then preferably opened after the cable car vehicles 3 have entered the cable car station 1 at the beginning of the exit area. If the cable car station 1, as shown, is a terminal station, then the cable car vehicles 3 are deflected between the exit area and the entry area E by 180°, for example. The doors T can remain open during the entire journey through the cable car station 1. If necessary, the doors T can also be closed again at the end of the exit area (eg before the diversion) and only opened again at the beginning of the boarding area E (eg after the diversion). At the end of the boarding area E, before the exit from the cable car station 1, the doors T are closed again. The door can be actuated in a known manner, usually via a (not shown) mechanical positive guide, for example a slotted guide. Alternatively or additionally there would also be another Actuation is conceivable, for example by means of a suitable actuator on the cable car 3. However, the manner in which the door is actuated is not decisive for the present invention.

In the example shown, the cable car is designed for use in a ski area. Holding devices 19 for winter sports equipment, in particular skis, are therefore provided on the door leaves 18 of the doors T. The holding devices 19 can, for example, each have a plurality of holders 19a, in each of which a ski or a pair of skis can be arranged. If the cable car is designed, for example, for urban passenger transport, then an alternative holding device can of course also be provided, for example in the form of a luggage rack, or a holding device could also be dispensed with entirely. As in Fig.2 As can be seen, a footboard 20 can also be provided on each cable car vehicle 3 in order to bridge a gap between the cable car vehicle 3 and the platform 2 . This makes entry easier and increases safety. A running board 20 is also particularly advantageous for barrier-free operation.

In the embodiment shown, two barrier devices 14 are provided on each of the cable car vehicles 3 (front + rear). The barrier devices 14 are arranged on the holding devices 19 here. This is of course only an example, since the barrier devices 14 could also be provided at another suitable location on the cabin 5, for example on an immovable part of the cabin 5 (such as the outer surface of the cabin 5 - cf 1 ) or directly on a door leaf 18 (e.g. if no holding device 19 is provided). The barrier devices 14 are firmly connected to the holding devices 19 here, for example screwed, welded, or the like. The barrier devices 14 are therefore not movable relative to the holding device 19 and cannot be removed.

According to an advantageous (not shown) embodiment, however, the barrier devices 14 could also be detachably fastened to a component of the cabin 5 (eg the outer surface, a door leaf 18 or a holding device 19) and/or be pivotable relative to the respective component. For this purpose, suitable assembly devices for the detachable assembly of the barrier devices 14 can be provided on the cabin 5 . The assembly devices for tool-free assembly and disassembly of the barrier devices 14 are particularly advantageous, as was described above. Additionally or alternatively, a pivoting device can also be provided on the cable car vehicles 3 in order to pivot the barrier devices 14 or part of the barrier devices 1 relative to the cabin 5 (or the component to which the barrier devices 14 are attached). The assembly device and/or the pivoting device can also have a locking device for fixing a position of the barrier devices 14 relative to the cabin 5 .

A barrier length L of the barrier devices 14 in the direction of movement B can be at least 5 cm, for example, preferably at least 10 cm. The barrier length L is in Fig.2 indicated by way of example on the barrier devices 14 of the left-hand cable car vehicle 3 . The barrier length L is to be understood as meaning the length of the area of the barrier device 14 that protrudes freely from the cabin 5 , here the holding device 19 . The barrier length L of the barrier devices 14 is preferably defined such that during normal operation of the circulating cable car the smallest possible barrier distance BA is achieved between the barrier devices 14 facing one another in the direction of movement B of two cable car vehicles 3 moving one behind the other. The barrier distance BA is in Fig.2 drawn in as an example between the barrier devices 14 of the middle cable car vehicle 3 and the barrier devices 14 of the right cable car vehicle 3 .

The achievable barrier distance BA depends not only on the structural design of the barrier devices 14, in particular the barrier length L, but also on other influencing parameters, for example the specific structural design of the circulating cable car and operational processes of the circulating cable car. The influencing parameters include, for example, a distance at which the cable car vehicles 3 are arranged spaced apart from each other on the hoisting cable 6, a ratio between the conveying speed of the hoisting cable 6 and the conveying speed of the auxiliary drive or a ratio between the distance that the hoisting cable 6 travels within the cable car station and the path that the cable car vehicles 3 cover along the guide rail 7 .

It is therefore advantageous if the relevant influencing parameters are selected during operation of the circulating cable car in such a way that a vehicle distance FA between two cable car vehicles 3 moving one behind the other along the platform 2 is defined in the direction of movement B such that the barrier distance BA is a maximum of 50 cm, preferably a maximum of 30 cm, in particular is preferably a maximum of 10 cm. If a barrier device 14 is only provided on one of the neighboring cable car vehicles 3, then the barrier distance BA is measured between the barrier device 14 of one cable car vehicle 3 and the facing part of the cabin 5 of the neighboring cable car vehicle 3.

According to an advantageous embodiment of the invention, the barrier device 14 provided at the front of the car 5 in the direction of movement B and the barrier device 14 provided at the rear of the car 5 in the direction of movement B can be arranged at different positions in a transverse direction Q running transversely to the direction of movement B. this is in Fig.2 on the right cable car vehicle by the transverse distance QA implied. It can be seen that the barrier device 14 on the left door wing 18 is closer to the cabin 5 than the barrier device 14 on the right door wing 18. As a result, the barrier devices 14 facing each other from neighboring cable car vehicles 3 cannot collide when the barrier distance BA falls below the value zero . Instead, the barrier devices 14 overlap in the direction of movement B, as in FIG Fig.2 is shown in the area between the left cable car vehicle 3 and the middle cable car vehicle 3 . As a result, damage to the barrier devices 14 and/or the cable car vehicles 3 can be prevented.

In Fig.3 two cable car vehicles 3 are shown, which are designed essentially in the same way as the cable car vehicles in FIG Fig.2 . The two cable car vehicles 3 are shown here in a parking position in which the cable car vehicles 3 can be parked outside of the operating hours of the cable car, for example in a garage. The doors T are here in the closed state. In the parking position shown, the cabins 5 of the adjacent cable car vehicles 3 are in direct contact with one another in the direction of movement B, with suitable bumpers 21 being able to be provided to protect against damage. This arrangement saves space, so the space required in the garage can be minimized.

It can be seen that it is advantageous for this purpose if the barrier devices 14 are arranged on the movable door leaves 18, in particular on the holding devices 19, because the barrier devices 14 are moved with the door leaves 18 and therefore when the doors T are closed Cabin 5 in the direction of movement B not or only slightly (depending on the design) protrude. It is advantageous if the barrier length L (in the direction of movement B) corresponds at most to a distance between the component on which it is arranged (here the holding device 19) and the outer contour of the cabin 5 when the door T is closed. The arrangement of the barrier device 14 on the door leaves 18 or on the holding device 19 is also advantageous for the journey between two cable car stations 1, because the aerodynamics are less affected than with a direct (and consequently immobile) arrangement on the outer surface of the cabin 5 .

For parking purposes in particular, however, it could also be advantageous if mounting devices for the detachable mounting of the barrier devices 14 of the barrier devices 14 or a part thereof relative to the car 5 are provided on the cabins 5 . The assembly devices could then, for example, also be arranged on the stationary part of the cabin 5 (eg the outer surface). Before parking, the barrier devices 14 could then be disassembled from the cable car 3 and reassembled for operation. Around the barrier devices 14 quickly and easily To be able to assemble and disassemble, the assembly devices are preferably designed for tool-free assembly / disassembly, for example as described above.

Alternatively or additionally, pivoting devices for pivoting the barrier devices 14 could also be provided. As a result, the barrier devices 14 could be pivoted from the deployed position (in which the boundary is formed) into the stowed position (in which the barrier devices 14 are stowed away on the cable car vehicle 3 in a space-saving manner) for parking. In order to be able to fix barrier devices 14 in a specific position (e.g. deployed position or stowed position) relative to the cabin 5, a suitable locking device can also be provided in the mounting devices and/or in the pivoting devices, for example.

In Fig.4 two cable car vehicles 3 are shown in the area of a platform 2 in a side view with a view of the doors T. The upper portion of the hanger 4, on which the cable clamps 15 are arranged, is cut off for the sake of simplicity. As can be seen, the doors T each have two door leaves 18 which can be opened in opposite directions, with a holding device 19 for winter sports equipment, in particular skis, being arranged on each door leaf 18 . The doors T are in the open state, so that access to the interior of the cabins 5 is enabled. Benches 22 lying opposite one another in the direction of movement B are indicated in the interior.

In the example shown, the barrier devices 14 facing one another each have a bracket 23 in the space Z between the cable car vehicles 3 , with a free end of the bracket facing away from the respective cabin 5 in the direction of movement B. As indicated by dashed lines, the barrier devices 14 could also have further struts lying below the bracket 23 in the vertical direction in order to create better protection against penetration into the intermediate space Z, particularly in the lower third of the cabin 5 . An exemplary pivoting device is provided on the left-hand barrier device 14 of the right-hand cable car vehicle 3 . The pivoting device is designed here in such a way that only part of the barrier device 14 can be pivoted. For this purpose, the bracket 23 has a base body 23a which is stationary (relative to the holding device 19) and a projecting bracket section 23b. A free end, which faces the adjacent cable car vehicle 3 in the direction of movement B, is provided on the projecting bracket section 23b. The bracket has a rotary joint with an axis of rotation DA, so that the protruding bracket section 23b can be pivoted about the axis of rotation DA relative to the base body 23a. The rotary joint is arranged here in such a way that the axis of rotation DA runs in a transverse direction Q, which is transverse to the direction of movement B and transverse to the vertical direction H. The protruding bracket section 23b can therefore be pivoted essentially in a plane formed by the vertical direction H and the direction of movement B. In the example shown, the projecting bracket section 23b can be pivoted between a use position EP and a stowed position VP, for example by 180° about the axis of rotation DA, as indicated by the double arrow and the dashed bracket section in FIG Fig.4 is indicated.

As shown on the left-hand door leaf 18 of the cable car 3 on the left, the barrier device 14 could also have a bracket 23 with a plurality of free ends lying one above the other, with the facing barrier device 14 of the subsequent cable car vehicle 3 (not shown) preferably being of the same design, so that the ends 23a face each other are facing. As a result, better protection can be made possible in a central region of the cabin 5 (in the vertical direction H). Of course, other shackle shapes are also conceivable, e.g. with a closed end, similar to a shackle lock on a bicycle. An exemplary assembly device 25 for the detachable assembly of the barrier devices 14 is also shown on the left-hand barrier device 14 of the left-hand cable car vehicle 3 .

The assembly device 25 is arranged here on the holding device 19 and is designed as a plug-in connection. The assembly device 25 has an assembly receptacle 26 which is formed here by a tubular recess in the holding device 19 . A mounting section 23c corresponding to the mounting receptacle 26 is provided on the barrier device 14, here the bracket 23. For example, the mounting receptacle may have an angular cross-section and the mounting portion 23c may have a corresponding angular cross-section. This forms a form fit so that only one translational degree of freedom in the vertical direction H is possible. However, the mounting receptacle 26 can also have a circular cross-section, for example, and the mounting section 23c can be correspondingly cylindrical. As a result, rotation about the vertical axis is possible compared to an angular shape, so that the assembly device 25 also forms a pivoting device.

A locking device (not shown) can also be provided on the mounting device 25 shown in order to fix a position of the barrier device 14 . The locking device can have, for example, a spring-loaded latching element which can be arranged, for example, within the receptacle 26 of the mounting device 25 . A corresponding snap-in opening into which the snap-in element snaps during assembly can be provided on the barrier device 14, here on the mounting section 23c of the bracket 23. As a result, for example, the degree of freedom in the vertical direction H can also be blocked, so that, for example, removal of the barrier device 14 by unauthorized persons is not possible. A locking device can, of course, also be provided on a pivoting device in order to fix a position of the barrier device 14 in the rotational direction, for example the use position and/or the stowed position. As a locking device, the person skilled in the art can of course choose from a large number choose from suitable constructive embodiments. In general, a locking device within the scope of the invention can be designed to be friction-locking and/or form-locking.

A barrier device 14 could also have a fence element 24 which forms a boundary surface in the direction of movement B, as indicated schematically on the cable car vehicle 3 on the right. The boundary surface can be formed, for example, by an air-permeable mesh or grid. The fence element 24 is fastened to the door leaf 18 here, but could alternatively also be arranged directly on the outer surface of the cabin 5 . Of course, a suitable mounting device (not shown) for detachably fastening the fence element 24 could again be provided. Alternatively or additionally, a suitable pivoting device (not shown) for pivoting the fence element 24 could also be provided. A pivoting device is particularly advantageous when the fence element 24 is not provided on the door leaf 18, but rather directly on the non-moving part of the cabin 5, such as the outside of the cabin. The pivoting device could, for example, be designed in such a way that a swivel joint with an axis of rotation running in the vertical direction H is provided. The fence element 24 could then be pivoted about the axis of rotation in a plane essentially spanned by the direction of movement B and the transverse direction Q.

It is generally advantageous if the barrier devices 14 extend in the vertical direction H over at least 10% of a cabin height KH, preferably over at least 20%, particularly preferably over at least 30%. In order to protect smaller people, children and possibly animals from falling into the space Z, it is advantageous if at least part of the barrier device 14 is provided in the lower half of the cabin K, preferably in the lower third of the cabin 5 .

Claims (15)

Cableway vehicle (3) for a circulating cableway, the cableway vehicle (3) having a hanger (4) with an actuatable cable clamp (15) for releasably coupling the cableway vehicle (3) to a hoisting cable (6) of the circulating cableway and a cabin (5) for receiving a number of people, characterized in that at least one barrier device (14) is provided on the cable car vehicle (3), which is arranged in such a way that when the cable car vehicle (3) moves along a platform (2) of a cable car station (1), it adjacent cable car vehicle (3) and which is designed to at least partially bridge a gap (Z) between the cabin (5) of the cable car vehicle (3) and a cabin (5) of the adjacent cable car vehicle (3) in order to create a barrier for Train people against intrusion into the gap (Z). Cableway vehicle (3) according to Claim 1, characterized in that at least two barrier devices (14) are provided, with one barrier device (14) being arranged at the front of the cableway vehicle (3) in the direction of movement (B) of the cableway vehicle (3) and a barrier device (14 ) is provided in the direction of movement (B) of the cable car vehicle (3) at the rear of the cable car vehicle (3). Cableway vehicle (3) according to Claim 2, characterized in that the barrier device (14) provided at the front in the direction of movement (B) and the barrier device (14) provided at the rear in the direction of movement (B) extend in a transverse direction ( Q) are arranged at different positions. Cableway vehicle (3) according to one of Claims 1 to 3, characterized in that at least one barrier device (14) is arranged on an immovable outer surface of the cabin (5) and/or that at least one barrier device (14) on one, with respect to the cabin ( 5) movable, component of the cable car (3) is arranged. Cableway vehicle (3) according to Claim 4, characterized in that a door (T) for people to get in and out is provided on at least one side of the cabin (5) and in that at least one barrier device (14) on a movable door leaf (18) the door (T) is arranged. Cableway vehicle (3) according to Claim 5, characterized in that the door (T) has two door leaves (18) which can be opened in opposite directions and in that a barrier device (14) is provided on each door leaf (18). Cableway vehicle (3) according to one of Claims 1 to 6, characterized in that a holding device (19) for winter sports equipment, in particular skis, is provided on the cableway vehicle (3) and in that at least one barrier device (14) is arranged on the holding device (19). , wherein the holding device (19) is preferably arranged on a movable door leaf (18) of the door (T). Cableway vehicle (3) according to one of Claims 1 to 7, characterized in that an assembly device (25) for the detachable assembly of at least one barrier device (14) is provided on the cableway vehicle (3), the assembly device (25) preferably being for tool-free assembly and disassembly of the barrier device (14), and/or that a pivoting device is provided on the cable car vehicle (3), which is designed to move at least one barrier device (14) or a part (23a) of at least one barrier device (14) relative to the cabin (5 ) to pivot. Cableway vehicle (3) according to Claim 8, characterized in that the mounting device (25) and/or the pivoting device has a locking device for fixing a position of the barrier device (14). Cableway vehicle (3) according to one of Claims 1 to 9, characterized in that at least one barrier device (14) has at least one bracket (23), the bracket (23) preferably having at least one free end which extends in the direction of movement (B) from facing away from the cabin (5) and/or that at least one barrier device (14) has a fence element (24), a boundary surface running in the direction of movement (B) being provided on the fence element (24). Cableway vehicle (3) according to one of Claims 1 to 10, characterized in that at least one barrier device (14) extends in a vertical direction (H) over at least 10% of a cabin height (KH), preferably over at least 20%, particularly preferably over at least 30%, and/or that at least part of at least one barrier device (14) is provided in the lower half of the cabin (5), preferably in the lower third of the cabin (5), and/or that a length (L) of at least one barrier device (14) in the direction of movement (B) is at least 5 cm, preferably at least 10 cm. Revolving cable car with a plurality of cable car vehicles (3) which can be moved by means of a hoisting cable (6) and with at least one cable car station (1) in which a platform (2) is provided for passengers to board, the cable car vehicles (3) within the Cable car station (1) can be decoupled from the hoisting cable (6) and can be moved along the platform (2) at reduced speed, characterized in that at least one cable car vehicle (3) is designed according to one of Claims 1 to 11, the at least one barrier device ( 14) of at least one cable car vehicle (3) faces an adjacent cable car vehicle (3) when moving along the platform (2) of the cable car station (1), and/or that at least two consecutive cable car vehicles (3) are designed according to one of Claims 1 to 11, the barrier devices (14) of the at least two consecutive cable car vehicles (3) are arranged on the cable car vehicles (3) in such a way that they face each other when the cable car vehicles (3) move along the platform (2). Revolving cable car according to Claim 12, characterized in that the platform (2) of the cable car station (1) has a straight course at least in the area of a boarding area (E). Method for operating a revolving cable car according to one of Claims 12 to 13, characterized in that the at least one cable car vehicle (3) on which the at least one barrier device (14) is provided and an adjacent cable car vehicle (3) within the cable car station (1) in a state decoupled from the hoisting cable (6) at a fixed vehicle spacing (FA) in a direction of movement (B) in a row along the platform (2) and that the vehicle spacing (FA) is defined such that a barrier spacing (BA) between the Barrier device (14) and the adjacent cable car vehicle (3) in the direction of movement (B) is a maximum of 50 cm, preferably a maximum of 30 cm, particularly preferably a maximum of 10 cm. Method according to Claim 14, characterized in that a barrier device (14) is provided on the at least one adjacent cable car vehicle (3) and that the vehicle distance (FA) is defined in such a way that the barrier distance (BA) between the barrier devices (14) facing one another in the direction of movement (B) is at most 50 cm, preferably at most 30 cm, particularly preferably at most 10 cm.

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