Ropeway with vehicles having a closing drive and a fail-safe locking monitor

Abstract

For reliable, fail-safe locking monitoring of a closing device (5) of a vehicle (4) of a cableway (1), an electrical connection is established between a vehicle power line modem (15) on the vehicle (4) and a station power line modem (16, 16') via a busbar (10, 10') contacted by the vehicle's current collector (11) in the station (2), the station power line modem being connected to a cableway controller (13), and the locking state of the locking unit (7) being transmitted from the vehicle (4) to the cableway controller (13) via this connection by means of power line communication, wherein in the event of an erroneous locking the vehicle (4) stops in the station (2) in the area of ​​the busbar (10, 10') and the locking state is again transmitted to the cableway controller (13) when the vehicle (4) is stationary.

Description

[0001] The present invention relates to a method for operating a cableway having at least one vehicle, wherein at least at one station of the cableway, a closing device of the vehicle is closed by a closing drive and the closed closing device is locked by a locking unit, wherein the locking state of the locking unit is detected by a locking monitor and transmitted to a cableway controller, and in the event of an incorrect locking, the vehicle is prevented from leaving the station by the cableway controller. The invention also relates to a correspondingly designed cableway.

[0002] Cableways are commonly used to transport people. To do this, several cable-pulled vehicles travel between at least two stations. Typical cableways are aerial cableways with vehicles suspended in the air on load or conveyor cables (such as nacelles, cars, or chairlifts), or terrestrial cableways with cable-pulled vehicles traveling on rails or other tracks. Cableway vehicles often include locking devices (such as doors, typically in the case of nacelles, cars, or rail vehicles, or locking bows, typically in the case of chairlifts) to prevent transported people from leaving the vehicle between stations. To this end, the closed locking devices at the station are locked before departure and monitored to prevent accidental or improper opening. Only when locked can the vehicle exit the station. Common locking methods are mechanical, such as latches, latches, or pins that lock into place when the locking device is closed. The locking state is often also mechanically checked or scanned, for example using a roller lever. However, these purely mechanical solutions are mechanically complex, sensitive to configuration, and can lead to unintentional misoperation. For example, a user might mistakenly reset the locking mechanism without locking the door. Therefore, electronic or electrical locking monitors are also known. A fundamental challenge with electrical locking monitors is ensuring that locking monitoring is fail-safe in terms of functional safety. To achieve this, the locking monitor must meet a certain safety level, such as a specific safety requirement level (SIL) according to EN 61 508. In electrical implementations of locking monitors, locking is monitored using electrical contacts (limit switches), and the status of these contacts is transmitted to the cableway controller. Fail-safety can be achieved in a simple manner, for example, through redundant contacts and fail-safe control. However, in simple transmission systems, the transmission channel between the contacts and the cableway controller is not fail-safe in terms of functional safety. In the absence of functional safety, for example, through an unsafe transmission channel, the locking status can be erroneously transmitted to the controller, for example, the controller receiving information that locking has occurred even though it was not properly locked. Therefore, additional measures must be taken to ensure that the locking monitoring of the closing device is fail-safe. In particular, it must be ensured that the vehicle cannot leave the station without being locked.

[0003] For safety reasons, vehicles must be prevented from leaving the station if the locking device is not locked. Therefore, in the event of an incorrect locking, an error message is usually displayed to the cableway operator, and the cableway is stopped. The operator must then check the locking device of the vehicle before leaving and, after verifying or correcting the error, clear the error message. Only after the error message is cleared can the cableway be restarted and the vehicle allowed to leave the station. However, practice has shown that operators, particularly under pressure, may make mistakes and only insufficiently check for such errors, fail to correct them, or clear the error message without checking. This results in vehicles leaving the station without the locking device locked.

[0004] Therefore, WO 2018 / 228965 A1 stipulates that the locking status is queried again after the vehicle is started. This second query is performed in the station in such a way that if the locking is not detected during the second query, the vehicle can still be prevented from leaving the station. This double query achieves the required fail-safety. In WO 2018 / 228965 A1, the transmission channel is designed as a non-fail-safe radio channel (for example, with an RFID transponder). This also allows the use of passive transponders to eliminate the need for a power supply on the vehicle. The use of a radio channel makes the system more expensive and complex, as additional equipment is required in the station and on the vehicle compared to existing technical devices. In addition, RFID transmission is very sensitive to the harsh environmental conditions (temperature, humidity, ice, snow, etc.) in the cableway environment, which can negatively impact the availability of the transmission channel. This can be a problem, particularly in safety-critical applications such as door lock monitoring.

[0005] The object of the present invention is therefore to provide an electrical locking monitor for a closing device of a cableway vehicle which can be implemented more simply and is reliable.

[0006] The present invention uses power line communication to transmit the locking status to the cableway controller. Therefore, the existing cableway equipment, particularly the electrical lines and connections, can be used for power line communication. Only a power line modem and, if necessary, a small electrical buffer are required, but this incurs minimal effort and cost. The arrangement of busbars, preferably two busbars in series, ensures that vehicles cannot leave the station if incorrectly locked. Vehicles stop in the busbar area, and the cableway can only be started after the locking or safety state is established. Once the vehicle has stopped in the busbar area, the locking status can be queried using power line communication. This reliably prevents vehicles from leaving the station without properly locking the locking device.

[0007] Preferably, the lock evaluation unit and the vehicle power line modem are supplied with electrical energy via the first or second busbar. Thus, the electrical energy for the power line communication can be received via the busbar, and only a small-sized electrical buffer memory is required to be able to maintain the power line communication for a short period of time, even when the busbar is inactive.

[0008] Furthermore, it is advantageous if the busbars are used to supply power to the closing device in such a way that, when the vehicle passes the station in the direction of travel, the current collector of the vehicle contacts the first busbar before the closing device closes, and the closing drive is designed as an electrical drive, wherein electrical energy is supplied to the electrical closing drive via the first busbar. It is advantageous if the busbar is activated only when the current collector contacts the busbar, as this prevents sparks from striking.

[0009] After closing and locking the locking device and before transmitting the locking status, the busbar can be deactivated, as the actuator no longer needs to be deactivated. To enable the locking status to be transmitted using powerline communication, the lock evaluation unit and the vehicle's powerline modem are then supplied with power from the vehicle's power supply. This also ensures that the busbar is deactivated if contact between the current collector and the busbar is lost, thus preventing sparks.

[0010] In the following we will refer to Figures 1 to 3 To explain the present invention in more detail, Figures 1 to 3 The advantageous design of the present invention is shown by way of example, schematically and not by way of limitation.

[0011] Figure 1 A station of a cableway with a vehicle having a closing device and a locking monitor is shown,

[0012] Figure 2 shows power line communication between a vehicle and a cableway station according to the invention, and

[0013] Figure 3 An advantageous embodiment of a locking monitor for a closure device is shown.

[0014] exist Figure 1The first station of a cableway 1 is shown. Since they are not relevant to the present invention, conventional devices of the cableway 1 at station 2 (such as a deflector for the cable 9, a cable drive or tensioning device for the deflector, a transport drive for moving a vehicle disconnected from the cable, etc.), conventional devices of the cableway 1 on the vehicle 4 (such as a hanger, dome clamps, etc.), conventional devices on the path of the cableway 1 (such as a support with rollers for the cable 9, etc.), or the second station are not shown. Cable 9 is used to transport at least one vehicle 4 between the first station and a second station (not shown). To this end, the vehicle 4 can be fixedly connected to the cable 9 in a conventional manner or can be disconnected from the cable by means of a spring-operated dome clamp. The connection of the vehicle 4 to the cable 9 (e.g., in the form of a hanger) is also known and is therefore not shown. Without limiting the generality, the present invention will be described below using a car as the vehicle 4 and a sliding door as the closing device 5 as an example.

[0015] The closing device 5 is opened at station 2 to allow passengers to board or disembark. To this end, the vehicle 4 can be stationary at station 2 or move through the station 2 at a relatively low speed. The closing device 5 is closed by a closing actuator 3 before the station exit 6 of station 2. The closing actuator 3 can be designed electrically or mechanically. The electrical closing actuator can be any electrical actuator that is operatively connected to the closing device 5 for opening and closing, and also includes a closing controller. For example, a mechanical closing actuator utilizes the relative movement between the vehicle and the station to operate the closing device 5 via rollers, levers, cable drives, or similar operating devices. The electrical closing actuator can be supplied with electrical energy by the station 2 at station 2. Similarly, it is conceivable to provide a power supply on the vehicle 4 to supply electrical energy to the electrical closing actuator.

[0016] To supply power to the vehicle 4 or another electrical load on the vehicle 4 (e.g., an electrical closing actuator), a busbar (also multiphase) can also be provided in the station 2. For this purpose, current collectors 11, such as sliding contacts (also multiphase), are provided on the vehicle 4, which are electrically contacted with the busbar. While the busbar is being supplied with power, the electrical closing actuator can be operated to open or close the closing device 5. The busbar is preferably arranged in a stationary manner in the station 2, for example, as a stationary component of the station 2.

[0017] Of course, multiple busbars can be provided in the station 2. For example, a first busbar can be provided in the area before the boarding and disembarking area or after the station entrance to supply power to the electrical closing actuator 3 for opening the closing device 5. Another busbar can be provided in the area before the station exit 6 for exiting the station 2 to supply power to the closing actuator 3 for closing the closing device 5. However, it is also possible to provide only a single busbar for supplying power to the electrical closing actuator 3 in the station 2.

[0018] Of course, if necessary, the electrical supply via the busbar in the station 2 can also be used to supply other electrical loads of the vehicle 4 , even without electrically shutting down the drives, or to charge the energy store 20 on board the vehicle 4 .

[0019] A locking unit 7 is provided on the vehicle 4 , which locks the closed closure device 5 , thereby preventing accidental or improper opening of the closure device 5 . Locking can be performed mechanically or electrically. In the case of an electrical locking unit 7 , it can also be supplied with electrical energy via a busbar or an energy storage device 20 on the vehicle 4 , just like the closing drive 3 of the closure device 5 . The locking unit 7 can be integrated into the closing drive 3 and can also be controlled by the closing controller of the closing drive 3 .

[0020] Furthermore, a lock monitor 8 is provided on the vehicle 4 to detect the status of the locking unit 7. The lock monitor 8 is designed as a sensor that detects the status of the locking unit 7 (i.e., whether it is locked), such as an electrical limit switch with two contacts (open and closed). Of course, the lock monitor 8 can also detect successful unlocking (for example, in the area before the boarding and disembarking area of ​​station 2). However, the type and operating principle of the sensor used for the lock monitor 8 are not relevant to the present invention. The lock monitor 8 transmits the detected locking status to the cableway controller 13, which controls at least one function of the cableway 1 based on the locking status. In particular, the locking status is used to control the vehicle 4 from exiting station 2, as will be described in detail below. The cableway controller 13 can be located anywhere on the cableway 1, either at the first station or at another station. Furthermore, a distributed controller of the cableway 1 having multiple connected control units can essentially be considered as the cableway controller 13.

[0021] The cableway controller 13 or a single control unit of the cableway controller can be designed as processor-based hardware, such as a computer, a microcontroller, or a programmable controller, running control software. An implementation as an integrated circuit (IC), for example, as an application-specific integrated circuit (ASIC) or a field-programmable gate array (FPGA), is also conceivable. A single control unit can also be implemented as an analog circuit. Hybrid implementations are also possible.

[0022] For transmitting the locking state from the locking monitor 8 to the cableway controller 13, it is provided that existing electrical lines are preferably used (e.g. electrical lines for supplying electrical closing drives of the vehicles 4 and / or loads 12, electrical lines for establishing a local data communication network for data transmission), so that no additional wiring is required. For this purpose, for example, standardized or proprietary power line communication can be used, such as according to Figure 2 Detailed explanation.

[0023] The lock monitor 8 is evaluated in the lock evaluation unit 14 (in Figure 2 The locking status, as a result of the evaluation in the locking evaluation unit 14, is transmitted using the vehicle power line modem 15. Of course, the vehicle power line modem 15 can also be integrated into the locking evaluation unit 14. For this purpose, the vehicle power line modem 15 is connected to the collector 11 (e.g., via a feeder line 22 to the vehicle 4, which in turn is connected to the collector 11). On the station side, the first busbar 10 is connected to a first station power line modem 16, which is connected to the cableway controller 13. Of course, the station power line modem can also be integrated into the cableway controller 13.

[0024] On the station side, the busbar ( Figure 2 The two phases for phase and neutral) can be connected via the power line 18 ( Figure 2 The first station power line modem 16 can be connected to the power line 18.

[0025] The electrical supply to the busbar can also be interrupted using a disconnect unit 21, for example controlled by the cableway controller 13. The disconnect unit 21 is designed so that the electrical connection between the station power line modem and the busbar is not interrupted, but only the electrical supply to the busbar is interrupted.

[0026] However, for power line communication, it is not mandatory that the busbar is actively powered by the power source. The busbar can also be used only for power line communication, or be separated from the power source 17 during power line communication.

[0027] When the current collector 11 of the vehicle 4 electrically contacts the first busbar 10 , an electrical connection is established between the vehicle power line modem 15 and the station power line modem, enabling power line communication. This allows the locking status to be transmitted from the vehicle power line modem 15 to the station power line modem. Any data communication protocol can be implemented for this purpose. Therefore, the existing equipment of the cableway 1 , particularly the existing electrical equipment, can be utilized for transmitting the locking status. Only a power line modem is required, which results in lower complexity and costs.

[0028] The lock evaluation unit 14 can be designed as microprocessor-based hardware, running evaluation software, for example in the form of an embedded controller or microcontroller. An implementation as an integrated circuit (IC), for example as an application-specific integrated circuit (ASIC) or a field-programmable gate array (FPGA), is also conceivable. The lock evaluation unit 14 can also be implemented as an analog circuit. Power line modems are typically electronic components, and in some cases also have a microprocessor and firmware.

[0029] Electrical energy can also be supplied to the lock evaluation unit 14 via a feeder line 22. Alternatively or additionally, an electrical energy storage device 20 can be provided on the vehicle 4 for supplying power to the lock evaluation unit 14. The lock evaluation unit 14 is preferably active when the current collector 11 is connected to the first busbar 10. In this case, the feeder line 22 can be live, and the lock evaluation unit 14 can advantageously be supplied with electrical energy from the busbar. To this end, a transformer 19 can also be provided, if necessary, to convert the busbar supply voltage (e.g., 24 VDC for an electrical closing actuator) to the required supply voltage (e.g., 5 VDC) for the lock evaluation unit 14.

[0030] A known power line coupling network, such as a transformer, a filter, etc., may also be provided between the vehicle power line modem 15 or the station power line modem (or both) and the collector 11 or the first busbar 10. Of course, such a power line coupling network may also be integrated into the corresponding power line modem.

[0031] Similarly, an electrical energy storage device 20 for power line communication can be provided on vehicle 4. When vehicle 4 is connected to a busbar and feeder 22 via current collector 11, electrical energy storage device 20 can be charged via the busbar and feeder 22. When vehicle 4 is not connected to the busbar, electrical energy storage device 20 connected to current collector 11 or feeder 22 can also be used to maintain power supply to certain loads 12 of vehicle 4 for at least a certain period of time. For example, electrical energy storage device 20 can be designed as a buffer memory in the form of a supercapacitor, which can be used to establish and perform power line communication for at least the required period of time.

[0032] A rectifier 23, such as a diode bridge rectifier, can also be arranged in the feeder line 22 between the shutdown actuator 3 and the electrical energy storage 20. Rectifier 23 can generate a unipolar supply voltage for the latching evaluation unit 14 from a bipolar supply voltage (e.g., ±24 VDC) or an AC voltage (or via transformer 19). At the same time, rectifier 23 also ensures that the electrical energy storage 20 is non-returnable in the direction of the electrical shutdown actuator, as the rectifier does not allow energy to flow in the opposite direction. Of course, rectifier 23 must not interrupt the power line communication and is therefore arranged accordingly in the vehicle 4. For this purpose, the vehicle power line modem 15 is connected to the feeder line 22, for example, between the current collector 11 and the rectifier 23.

[0033] In order to prevent interference caused by power line communication via electrical conductors, a low-pass filter for decoupling the mains voltage and power line communication can be provided before the load 12 or the shutdown driver 3. Of course, the station side before the power supply 17 can also be provided in the same manner.

[0034] To monitor the closing status of the closing devices 5 of the cars 4 of the cableway 1, the current collector 11 of the cars 4 contacts a first busbar 10 located in the station 2, at least after closing and locking the closing devices 5, when traveling past the station 2 in the direction of travel. As described above, the first busbar 10 is connected to the cableway controller 13 via the first station power line modem 16, and the current collector 11 on the cars 4 is connected to the car power line modem. After closing and locking the closing devices 5, the locking status is queried from the lock monitor 8 by the lock evaluation unit 14 and transmitted to the cableway controller 13 via the busbar and the first station power line modem 16 using power line communication with the car power line modem 15. In the event of an incorrect locking of the closing devices 5, the cableway 1 is stopped by the cableway controller 13, causing the cars 4 to stop after a certain distance. A second busbar 10' is located in the station 2 and is connected to the cableway controller 13 via the second station power line modem 16'. Second busbar 10' is arranged in the direction of movement behind first busbar 10, so that after stopping, vehicle 4 comes to a stop in the area of ​​second busbar 10'. Vehicle 4 in the area of ​​second busbar 10' retransmits the locking status at least once to cableway controller 13 via second busbar 10' and second station power line modem 16' using vehicle power line modem 15. To this end, the locking status is re-detected by locking monitor 8 by locking evaluation unit 14. Cableway controller 13 only activates cableway 1 if the retransmitted locking status indicates that closing device 5 is correctly locked.

[0035] Instead of a separate second busbar 10', the first busbar 10 can also be designed to be correspondingly extended. The length of the first busbar 10 is designed so that the vehicle 4 stops in the area of ​​the busbar after stopping. As a result, only one station power line modem is sufficient for power line communication.

[0036] When two separate busbars are used, it is also possible to provide only one power supply 17 and electrically connect the two busbars. Thus, only one station power line modem is sufficient for power line communication.

[0037] An advantage of two separate and electrically isolated busbars is that the length of the busbars can be designed so that only one vehicle 4 can be located in the area of ​​the busbars at a time, which can facilitate data communication.

[0038] However, during closing and locking, the vehicle 4 does not necessarily need to be connected to the busbar via the current collector 11, even during the query of the lock status from the lock monitor 8 by the lock evaluation unit 14. The vehicle 4 must be connected to the busbar via the current collector 11 only when the lock status is transmitted from the vehicle 4 to the station power line modem via the busbar by means of power line communication with the vehicle power line modem 15.

[0039] Once the current collector 11 of vehicle 4 comes into contact with the busbar in station 2, a connection for power line communication can be established. Therefore, a busbar is located at least in station 2, where power line communication is required to transmit the lock status. In the simplest case, the vehicle power line modem 15 and the station power line modem determine an existing connection by, for example, receiving a carrier frequency transmitted by one of the connected power line modems, and initiate power line communication. Connection establishment may also include activation of the lock evaluation unit 14 and the vehicle power line modem 15 (for example, if they were previously unpowered and are now powered via the busbar, or if no power line communication was previously being performed). Simultaneously, when power is supplied to the electrical shutdown controller of the shutdown actuator 3 of vehicle 4 via the busbar, the electrical shutdown controller may also be activated. For example, "activation" means that the vehicle power line modem 15 generates the carrier frequency for power line communication and applies it to the current collector 11, thereby enabling power line communication. This typically lasts approximately one to two seconds.

[0040] The following references Figure 3 The function of the locking monitoring of the locking device 5 with the locking unit 7 is shown, which illustrates an advantageous design of the locking monitor. The example shows the closing of the locking device 5 of the vehicle 4 before the vehicle 4 leaves the station 2.

[0041] Vehicle 4 moves through station 2 in a direction of movement (indicated by an arrow). When vehicle 4 reaches the area of ​​first busbar 10, the busbar is activated, for example, by closing disconnect unit 21 of power supply 17 (which was previously disconnected). This is preferably done after current collector 11 has contacted the busbar to prevent sparkover. To this end, for example, a first proximity switch N1 can be provided in station 2 to detect the position of vehicle 4. However, the position of vehicle 4 in station 2, in particular relative to the busbar, can also be detected in any other manner, for example by evaluating the known speed of vehicle 4 in station 2.

[0042] However, it should be noted that the first busbar 10 can also be energized before the contact of the current collector 11 or permanently (for example, in the case where the resulting spark flashover is not a problem). However, interrupting the current upon contact to avoid sparks can also be achieved on the vehicle side. In these embodiments, the first proximity switch N1 can also be omitted.

[0043] If the first busbar 10 is only used for power line communication and not for transmitting electric energy from the station 2 to the vehicle 4 , the first proximity switch N1 may also be omitted.

[0044] As the vehicle 4 continues to move, the closing actuator 3 closes the closing device 5, and the locking unit 7 locks the closing device 5. Preferably, a first busbar 10 supplies electrical energy to the electrical closing actuator. In this case, the length and starting position of the busbar in the station 2 should be adjusted accordingly based on the time required to operate the closing actuator 3. After the closing device 5 is closed and locked, the locking state is detected by the lock evaluation unit 14 via the lock monitor 8. For example, the closing process can be initiated once the closing controller of the electrical closing actuator is activated, after a certain time period or distance after the first proximity switch N1, or after reaching a certain position of the vehicle 4 relative to the busbar.

[0045] Provision can also be made for providing a closing command or an opening command to the electrical closing actuator via the polarity of the supply voltage applied to the busbar (eg ±24 VDC). For example, a positive voltage can result in opening, while a negative voltage can result in closing.

[0046] After closing and locking the closing device 5, the busbar is deactivated in this embodiment. A second proximity switch N2 can also be provided for this purpose, which signals the cableway controller 13 that the vehicle 4 is in the area of ​​the busbar. As previously mentioned, another position detector can also be provided instead of the second proximity sensor. During deactivation, the current collector 11 remains in contact with the busbar, and deactivation can be performed by the cableway controller 13 via a disconnection unit 21 that disconnects the power supply 17. After deactivation of the busbar, the electrical energy storage device 20 supplies electrical energy to the vehicle power line modem 15 and the lock evaluation unit 14 for at least a sufficient period of time.

[0047] Between the moment the busbar is deactivated and the end of the busbar is reached (at which point the contact between the current collector 11 and the busbar is interrupted due to the movement of the vehicle 4), power line communication is performed to transmit the locking state to the cableway controller 13 via a power line modem. Therefore, the energy storage device 20 is dimensioned accordingly to be able to provide the electrical power required for power line communication. The end of the busbar can be detected again using a third proximity switch N3 or by any other position detection method.

[0048] If only one busbar 10 is used, the proximity switch N3 can be omitted.

[0049] If correct locking is reported to the cableway controller 13 as the locked state, the vehicle 4 passes the end of the busbar, and the second busbar 10' remains deactivated, and the vehicle 4 exits the station 2. The same applies when only a single busbar is used.

[0050] On the contrary, if the wrong lock is reported to the ropeway controller 13 as the locked state, the ropeway controller 13 stops the ropeway 1 due to the wrong lock. After a certain braking distance, the vehicle 4 stops (eg Figure 3 (Indicated by the dashed line in the figure). A second busbar 10' is arranged in station 2 in the direction of travel following the first busbar 10. Second busbar 10' is arranged in station 2 so that, at all possible travel speeds of vehicle 4, vehicle 4 stops in the area of ​​second busbar 10' at the end of first busbar 10, rather than in the gap between the two busbars. Therefore, in the event of an emergency stop of cableway 1 due to an incorrect locking at the end of first busbar 10, the path between the two busbars and, at most, the path to the end of second busbar 10' must be traveled.

[0051] In the case of only one busbar, its length should be dimensioned such that in the event of an emergency stop due to faulty locking, the vehicle 4 stops in the area of ​​the busbar at all possible driving speeds of the vehicle 4 .

[0052] This ensures that the vehicle 4 always stops within the busbar area before the cableway 1 is closed, regardless of travel speed. When stationary, the vehicle 4 contacts the busbar via the current collector 11. This can also be checked by a fourth proximity switch N4 at the end of the busbar or by another position detector. Such a design is easily achievable by a person skilled in the art. This also ensures that the vehicle 4 stops within the station 2 before reaching the station exit 6 and exiting the station 2.

[0053] When the vehicle 4 is stationary in the area of ​​the second busbar 10', the second busbar 10' can be activated, for example, by the cableway controller 13, which closes the second disconnecting unit 21' to connect the second busbar 10' to the power source 17. The power source 17 can be the same as the power source provided for the first busbar 10, but can also be different from it. Moreover, when using only one busbar or two separate but electrically connected busbars, these busbars can be reactivated if they were previously deactivated.

[0054] However, it should be noted that the second busbar 10' can also be energized before contact is made with the current collectors 11 or permanently (for example, if the resulting spark flashover is not a problem). However, interrupting the current flow upon contact to avoid sparks can also be implemented on the vehicle side. If the second busbar 10' is used only for power line communication and not for transferring electrical energy from the station 2 to the vehicle 4, the second busbar 10' does not need to be energized at all, and the second separation unit 21' can also be omitted.

[0055] When the vehicle 4 is at a standstill after an emergency stop in the area of ​​the busbar, the restart of the cableway 1 is blocked by the cableway controller 13 until the locking of the closing device 5 is complete. To this end, the locking state of the locking unit 7 in the area of ​​the busbar is determined again at least once and transmitted to the cableway controller 13 via the busbar and the second station power line modem by power line communication. Figure 3 In the embodiment, the power line communication for transmitting the locking state is performed, for example, via the vehicle power line modem 15 and a second station power line modem 16 ′ connected to the second busbar 10 ′ and to the cableway controller 13 .

[0056] The correct locking can be checked and / or established by the operator of the cableway 1. For example, the operator can manually check the stationary vehicles 4 in the area of ​​the busbar and manually lock them if necessary. The locking status can be queried at regular intervals by the locking evaluation unit 14 and transmitted to the cableway controller 13.

[0057] However, a bidirectional power line communication may also be provided, with which the cableway controller 13 can initiate the transmission of the locking state from the vehicle 4 , for example by means of a command to the locking evaluation unit 14 transmitted by means of the power line communication.

[0058] This two-way power line communication can also be used to open or close the closing device 5 or lock it from the operator station. Here, after each closing, the locking state can be queried and transmitted to the cableway controller 13.

[0059] If locking of the closing device 5 can be established in this way, the cableway controller 13 can restart the cableway 1 and the vehicle 4 can leave the station 2. It can be provided that the cableway controller 13 automatically restarts the cableway 1 when correct locking is detected, or only when the operator eliminates a previous error state in the cableway controller 13.

[0060] If locking cannot be restored, for example due to a defect on a vehicle 4, provision can be made to deactivate the locking monitoring function in the cableway control 13 for this vehicle 4 once. This can be done, for example, after all persons have left the vehicle 4 or when an operator manually checks the correct locking of the closing device 5. Subsequently, the vehicle 4 can be removed from operation, for example.

[0061] Due to redundant control of the locking status, sufficient fail-safety for locking monitoring can be established. Due to errors in the transmission of the locking status via power line communication, a correct locking signal could be sent to the cableway controller 13 even though the locking device 5 on the vehicle is not locked correctly. Consequently, the vehicle 4 could exit the station 2 without the locking device 5 being properly locked. To prevent such errors in data transmission, well-known error correction methods for digital data transmission can be used in the data communication protocols of power line communication. These error correction methods typically add additional redundancy (usually in the form of additional bits) to the transmitted user data (lock status). This additional redundancy is used on the destination side to detect and locate errors. For this purpose, error detection and correction codes can also be used in the data transmission.

Claims

1. A method for operating a cableway (1) having at least one vehicle (4), wherein at least in a station (2) of the cableway (1), a closing device (5) of the vehicle (4) is closed by means of a closing drive (3) and the closed closing device (5) is locked by means of a locking unit (7), wherein the locking state of the locking unit (7) is detected by a locking monitor (8) and transmitted to a cableway controller (13) of the cableway (1), and in the event of an erroneous locking, the vehicle (4) is prevented from leaving the station (2) by the cableway controller (13), characterized in that The collector (11) of the vehicle (4) contacts the first busbar (10) when passing the station (2) in the moving direction at least after closing and locking the closing device (5), wherein the first busbar (10) is connected to the cableway controller (13) via a first station power line modem (16), and the collector (11) on the vehicle (4) is connected to the vehicle power line modem (15), the locking evaluation unit (14) queries the locking state from the locking monitor (8) after closing and locking the closing device (5), and uses power line communication with the vehicle power line modem (15) to send the locking state to the cableway controller (13) via the first busbar (10) and the first station power line modem (16), and in the event of an erroneous locking, the cableway (1) is stopped by the cableway controller (13), whereby the vehicle (4) is stopped at the first station power line modem (16). The invention relates to a vehicle that stops in the area of ​​a busbar (10) or a second busbar (10') arranged behind the first busbar (10) in the direction of movement, wherein the second busbar (10') is connected to the first station power line modem (16) or to the second station power line modem (16') connected to the cableway controller (13), and queries the locking status from the locking monitor (8) at least once while the vehicle is in the area of ​​the first busbar (10) or the second busbar (10'), and retransmits the locking status to the cableway controller (13) via the first busbar (10) or the second busbar (10') and the associated station power line modem (16, 16') using the vehicle power line modem (15), and starts the cableway (1) by the cableway controller (13) when the retransmitted locking status signals correct locking.

2. The method according to claim 1, wherein The locking evaluation unit (14) and the vehicle power line modem (15) are supplied with electrical energy via the first busbar (10) or the second busbar (10') or by an electrical energy storage (20) on board the vehicle (4).

3. The method according to claim 1, wherein The current collector (11) of the vehicle (4) contacts the first busbar (10) before closing the closing device (5) when passing the station (2) in the direction of movement, and the closing drive (3) is designed as an electrical drive, wherein electrical energy is supplied to the closing drive (3) via the first busbar (10).

4. The method according to claim 3, wherein The first busbar (10) is deactivated after closing and locking the closing device (5) and before transmitting the locking status, wherein the locking evaluation unit (14) and the vehicle power line modem (15) are supplied with electrical energy from an electrical energy storage device (20) on the vehicle (4) for transmitting the locking status using power line communication.

5. A cableway (1), comprising a station (2), at least one vehicle (4) and a cableway controller (13) for controlling the cableway (1), wherein a closing device (5) and a closing drive for closing the closing device (5) are provided on the vehicle (4), and a locking unit (7) for locking the closing device (5) is provided on the vehicle (4), wherein a locking monitor (8) for detecting the locking state of the locking unit (7) is provided on the vehicle (4), and the vehicle (4) transmits the locking state to the cableway controller (13), and wherein the cableway controller (13) prevents the vehicle (4) from leaving the station (2) in the event of an erroneous locking, characterized in that A current collector (11) is provided on the vehicle (4), and when the vehicle (4) passes the station (2) in the moving direction, the current collector (11) contacts a first busbar (10) arranged in the station (2) at least after closing and locking the closing device (5), wherein the first busbar (10) is connected to the cableway controller (13) via a first station power line modem (16), and the current collector (11) on the vehicle (4) is connected to a vehicle power line modem (15) on the vehicle (4), The vehicle (4) is provided with a lock evaluation unit (14), which queries the lock status from the lock monitor (8) after closing and locking the closing device (5), and transmits the lock status to the cableway controller (13) via the first busbar (10) and the first station power line modem (16) using power line communication with the vehicle power line modem (15), and the cableway controller (13) stops the cableway (1) in the event of an erroneous lock, so that the The vehicle (4) stops in the area of ​​the first busbar (10) or a second busbar (10') arranged in the station (2) behind the first busbar (10) in the direction of movement, wherein the second busbar (10') is connected to the first station power line modem (16) or to the second station power line modem (16') connected to the cableway controller (13), and while the vehicle is in the area of ​​the first busbar (10) or the second busbar (10'), the locking evaluation unit (14) of the vehicle (4) queries the locking status from the locking monitor (8) at least once and retransmits the locking status to the cableway controller (13) using the vehicle power line modem (15) via the first busbar (10) or the second busbar (10') and the first station power line modem (16) or the second station power line modem (16'), and the cableway controller (13) starts the cableway (1) if correct locking is signaled using the retransmitted locking status.

6. The ropeway according to claim 5, wherein: The first busbar (10) or the second busbar (10') or an electrical energy storage device (20) on the vehicle (4) is provided to supply electrical energy to the locking evaluation unit (14) and the vehicle power line modem (15).

7. The ropeway according to claim 5, wherein: The first busbar (10) is arranged in the station (2) so that the current collector (11) of the vehicle (4) contacts the first busbar (10) before closing the closing device (5) when passing the station (2) in the direction of movement, and the closing drive (3) is designed as an electrical drive, wherein the first busbar (10) supplies electrical energy to the closing drive (3).

8. The ropeway according to claim 7, wherein: The first busbar (10) is deactivated after closing and locking the closing device (5) and before transmitting the locking state, and an electrical energy storage device (20) is provided on the vehicle (4), which supplies electrical energy to the locking evaluation unit (14) and the vehicle power line modem (15) for transmitting the locking state.

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