METHOD FOR OPERATING A CABLEWAY SYSTEM AND CABLEWAY SYSTEM OPERATED WITH THIS METHOD

Description

[0001] The invention relates to a method for operating a cable car system and a cable car system operated using this method. State of the art

[0002] Document EP3137360B1 discloses a cable car system designed as a circulating system, comprising two spaced-apart stations connected by a common traction cable circulating between the two stations, as well as a plurality of transport devices that are self-propelled and motor-driven within the stations. This cable car system has the disadvantage that its operation is relatively complex and correspondingly expensive. Furthermore, adjustments to changing needs during operation are hardly possible. Description of the invention

[0003] The object of the invention is to propose a more reliable, cost-effective and efficient method for operating a cable car system.

[0004] This object is achieved by a method having the features of independent claim 1. Advantageous further method steps and developments are the subject of the subclaims referring back to independent claim 1 as well as the following description and the figures.

[0005] The object is achieved in particular with a method for operating a cable car system comprising a plurality of travel means and a plurality of spaced-apart stations, wherein two spaced-apart stations are connected to one another via a common traction cable and form a circular track, wherein the travel means are moved within the station in a self-propelled and motor-driven manner along a guide rail, wherein the travel means are coupled to the traction cable when leaving the station, and wherein the travel means are released from the traction cable when entering the station and are guided to the guide rail, wherein the circular track defines a center point which is arranged centrally between the spaced-apart stations of the circular track in the direction of travel of the traction cable,and wherein the means of transport are fed from the two spaced-apart stations of the circulating track to the traction cable and coupled to it in such a way that two means of transport, each coupled to the traction cable and moving in opposite directions, are arranged symmetrically with respect to a point of symmetry spaced from the center point by up to + / - 50 meters in the direction of travel of the traction cable. The center point is arranged, in particular, centrally between the deflection wheels of two spaced-apart stations, which deflect the traction cable in the station by preferably 180°.

[0006] Preferably, a supply of, for example, 5, 10, 20, or 30 vehicles is stored at each of the two spaced-apart stations of the orbit. The orbit can be operated in idle mode, in which no vehicles are coupled to the traction cable, and thus no vehicles travel between the two spaced-apart stations. Preferably, at least two vehicles are coupled to the traction cable, traveling as a counter-rotating pair of vehicles in opposite directions between the two spaced-apart stations of the orbit.Particularly preferably, a plurality of counter-rotating pairs of transport means, for example 6, 10 or 20, are coupled to the traction cable and travel between the two spaced stations of the orbit mutually symmetrically with respect to the symmetry point, wherein each counter-rotating pair of transport means can have an individual symmetry point, wherein the totality of all symmetry points is located in a range of preferably + / - 50 meters from the center point.

[0007] The method according to the invention has, among other things, the advantage that the traction units of the cable car system can be moved or driven largely individually. The traction units can be moved individually and autonomously within the station along guide rails. The traction units can also be moved largely individually and preferably as needed between stations. When preparing for the extension of a pair of traction units traveling in opposite directions from the two spaced-apart stations of the circulating system, care is taken to ensure that the supply of these two traction units from the guide rail to the traction cable or to the traction unit is maintained.whose coupling to the traction cable is synchronized, preferably by a higher-level control device, in such a way that the two means of transport moving in opposite directions are arranged or fastened to the traction cable symmetrically with respect to a symmetry point spaced from the center point by up to + / - 50 meters in the direction of travel of the traction cable, and preferably by + / - 25 meters.As a result, the vehicles moved in opposite directions by the traction cable are essentially symmetrical with respect to the center of the orbit and symmetrical with respect to the point of symmetry on the cable car system, which has the advantage that the weight distribution of the moving mass of the orbit is essentially symmetrical with respect to the center or, depending on the number of passengers per vehicle, can differ, for example, within a range of less than + / - 10%, so that in particular safe braking of the orbit is also possible.Otherwise, there would be a risk that the totality of all the means of transport coupled to the traction cable of the orbit at a given time could have a highly asymmetrical weight distribution with respect to the centre of the orbit, which would result in considerable braking distortion and the associated risks with regard to the deceleration of the orbit, and in particular with regard to an emergency stop of the orbit.

[0008] The method according to the invention enables a much more flexible operation of the cable car system, for example by supplying the driving means to the traction cable depending on the transport requirement.

[0009] The process according to the invention can be operated in particular according to one or more of the following examples: When there is a high number of passengers, and therefore a very high operating frequency, there are usually a continuous line of vehicles with passengers on board ready to depart from both of the spaced-apart stations on the orbit. One vehicle from each station on the orbit is fed to the traction cable and coupled to it in such a way that these vehicles are moved as a counter-rotating pair and in the symmetrical manner described between the two spaced-apart stations on the orbit. In this way, a large number of pairs of vehicles can be connected to the traction cable one after the other and transported by the orbit from one station to the opposite station. The maximum number of passengers that can be transported per unit of time can be varied as needed by changing the number of vehicles coupled to the traction cable at the same time.If the number of passengers decreases, it can no longer be guaranteed that vehicles with passengers on board will be ready for departure at both mutually spaced stations on the circular track. In such a case, for example, the departure of a pair of vehicles traveling in opposite directions can be delayed until both vehicles are occupied by passengers, in order to then feed the vehicles to the traction cable. If a vehicle with passengers on board is ready for departure at only one of the mutually spaced stations on the circular track, an empty vehicle from the locally available supply of vehicles can be used at the opposite station to form a pair of vehicles traveling in opposite directions, which is fed to the traction cable and coupled to it. This method has the advantage that waiting times for passengers can be reduced.In addition, when passenger volumes are reduced, the number of vehicles traveling between the two spaced stations of the circulating cable car can be easily varied or reduced, preferably depending on passenger volume. This variation option also reduces wear and tear on the cable car system, for example, as fewer vehicles are in operation, and also saves energy. If no more passengers are required, for example, towards the evening, all vehicles preferably remain in the station. In such a case, the movement speed of the traction cable is preferably also reduced, preferably in order to save drive energy, which is required in particular for moving the traction cable.The option of having no rolling stock on the haulage cable even during operation of the gondola lift has the advantage that the rolling stock no longer needs to be garaged at the end of operation, as it is already located in the station. This makes it possible to reduce the overall operating time of the cable car system by preferably at least half an hour and preferably by more than an hour, so that the cable car system can be operated more efficiently and cost-effectively. When the cable car system is started up, preferably in the morning during commissioning, the rolling stock is arranged in the two mutually spaced stations of the gondola lift. The rolling stock could therefore be very easily fed to the haulage cable in pairs in the symmetrical manner described during commissioning, and the cable car system could then be put into operation in this way.This means that even during commissioning, no complex removal of the rolling stock from the garage is required, which in turn enables efficient, cost-effective operation. Particularly advantageously, the cable car system comprises a plurality of circular tracks, for example two, wherein in this configuration one station of each of the two circular tracks is built close to one another and forms a common transition station. The common transition station is preferably designed such that it allows the rolling stock to be exchanged between the circular tracks. The common transition station comprises, for example, guide rails and / or switches and / or crossings, via which rolling stock, preferably self-propelled, can be moved and exchanged between the circular tracks. Even in this configuration, opposing pairs of rolling stock can be fed to the traction cable in the symmetrical manner described herein.Advantageously, a cable car system according to the invention, for example used as an urban transport system, comprises a plurality of circulating tracks, as well as a plurality of transition stations and terminal stations, which preferably form a network, wherein the transport means can be moved in at least part of the network and preferably in the entire network. Even in this configuration, opposing pairs of transport means can be fed to the traction cable in the symmetrical manner described herein. Preferably, each station, whether transition station or terminal station, comprises a supply of transport means.This supply of rolling stock ensures that, when a rolling stock is being fed to the traction cable, a counter-rotating rolling stock can be immediately or very quickly made available at the opposite station in the orbit to form a counter-rotating pair of rolling stock and feed them in opposite directions to the traction cable. Optionally, an empty rolling stock can be used as the counter-rotating rolling stock.This ensures, for example, that a vehicle carrying passengers entering a transfer station is quickly and preferably without stopping and preferably self-propelled to the next loop. Since an empty vehicle is already waiting at the opposite station, it can be guided to the traction cable and connected to it in the symmetrical manner described herein, and the vehicle carrying passengers is thus guided to the next station by the traction cable. The cable car system according to the invention preferably comprises a plurality of loops, as well as a plurality of transfer stations and terminal stations, which form a network.Such a cable car system has the advantage that vehicles can preferably travel individually through this network, so that the vehicles can also be operated similarly to a taxi, for example, by determining a destination before departure and then driving the vehicle to the specified destination. Such a vehicle taxi can, for example, be operated as a shared taxi, transporting multiple passengers to the same final destination or to stations along the route. Such a vehicle taxi can also be operated as an individual taxi, traveling to the final destination without picking up additional passengers, preferably without intermediate stops.The cable car system according to the invention can, for example, also comprise rides of different qualities, for example, a first-class ride, a second-class ride, or a shared transport ride, or can comprise rides with different themes, for example, a child-friendly ride or a ride for tourist entertainment. The counter-rotating pairs of rides traveling in a loop can be of different qualities, so that, for example, it is easily possible to transport a first-class ride or a child-friendly ride individually along the loop or along a network comprising a plurality of loops.The cable car system according to the invention can, for example, also be operated such that the vehicles can assume at least two different priority levels: a normal run and an express run, and that the vehicles with the express run priority level are routed to the traction cable with higher priority. The cable car system according to the invention can, for example, also be operated such that several vehicles form a vehicle group and are coupled to the traction cable at a mutual distance of less than 10 meters, and that in the opposite direction, preferably the same number of vehicles are coupled to the traction cable as a vehicle group.

[0010] The method has the advantage that vehicles occupied by passengers can preferably be fed to the traction cable quickly, individually, and with short waiting times and can be moved within the network. The method also has the advantage that a large number of vehicles can be attached to the traction cable at the same time in the symmetrical manner described, and / or can be attached to or detached from the traction cable. The method also has the advantage that a vehicle occupied by passengers can preferably be moved throughout the entire network, from a starting station to a terminal station, with the passengers preferably traveling as individuals or as a closed group in the vehicle. Such individual travel with vehicles, without contact with strangers during the journey, is highly valued, especially in the face of infectious diseases such as COVID-19.

[0011] The cable car system can also be operated in such a way that the number of transport means stored in each of two spaced-apart stations of a circulating track is changed by supplying the transport means to the traction cable in such a way that the distance between the center point and the point of symmetry is increased in one direction of transport and / or that the distance between the center point and the point of symmetry is reduced in the opposite direction of transport.

[0012] The method according to the invention enables extremely flexible operation of a cable car system by supplying the traction means symmetrically to the traction cable as described, whereby two traction means located at mutually spaced stations of a revolving track are supplied to the traction cable in a synchronized manner so that the described symmetrical arrangement is maintained. The traction means can, but do not necessarily have to, be coupled to the traction cable at the same time, since a distance range is specified to maintain symmetry. Thus, it is also possible for the pair of counter-rotating traction means to be connected to the traction cable at different times in such a way that the symmetry condition is met. This requires a higher-level control device which supplies the respective pair of counter-rotating traction means to the traction cable according to the specified boundary conditions.

[0013] According to the invention, each vehicle comprises an energy storage device, a motor, a control device, and a generator. Each vehicle is driven by an acceleration device during its departure from the station, so that the generator is driven during its departure from the station, and the energy storage device is charged with the energy generated by the generator. This embodiment has the advantage that the energy storage device is preferably relatively small and low-mass, that reliable charging of the energy storage device is ensured, that the energy storage device provides sufficient energy for the self-propelled, electric motor-driven movement of the vehicle within the station, and that the overall weight of the vehicle is not significantly increased by the energy storage device arranged in the vehicle.The transport means could also be moved within the station, instead of or in addition to the electric motor, with a conveying device acting on the transport means from the outside, for example with a pneumatic conveyor. A method for operating a cable car system preferably comprises the following steps: . Transporting a vehicle on a traction cable, wherein the vehicle is detachably coupled to the traction cable via a clamping device; uncoupling the vehicle from the traction cable, wherein the clamping device is released from the traction cable and a roller of the clamping device is coupled to a guide rail in such a way that the vehicle is held on the guide rail by the roller; braking the vehicle; automatically driving the vehicle along the guide rail by operating an electrical machine of the vehicle, which is kinematically coupled to the roller, as a motor, wherein the electrical machine is supplied with electrical energy by an electrical energy storage device of the vehicle; accelerating the vehicle by means of an acceleration device acting on the vehicle from the outside; and coupling the vehicle to the traction cable, wherein the clamping device is connected to the traction cable.

[0014] Advantageously, the electric machine of the means of transport, hereinafter also referred to as the vehicle, is operated as a generator during braking and / or acceleration, preferably in the region of a cable car station, and the vehicle's electrical energy storage device is thereby charged. The electrical energy supplied to the electrical energy storage device in this way is preferably sufficient to drive the vehicle automatically along a guide rail using an electric motor and, in particular, to cover distances at least partially using the electric motor drive within a cable car station. During normal operation of the cable car system, the electrical energy storage device is charged solely with electrical energy generated by the electric machine. During repairs or maintenance of the cable car system orof a vehicle, the electrical energy storage device can also be replaced or recharged with mains power, for example during maintenance. During normal operation of the cable car system, the electrical energy storage device is charged solely by the vehicle's electrical machine, which operates as a generator. This means that no separate charging station or separate, permanently installed power supply is required. The vehicle therefore does not require any electrical contacts to establish an electrically conductive connection to a permanently installed power supply or to the charging station. One advantage of this method is that its operation is significantly more reliable, since no electrical contacts to a permanently installed power supply are required to charge the electrical energy storage device. This means that the vehicle can be operated contactless in terms of power supply, since the electrical energy is generated in the vehicle itself.A further advantage of this process is that the cable car system can be manufactured significantly more cost-effectively, as electrical contacts between a fixed power supply, e.g., within the cable car station, and the vehicle are eliminated. The vehicles and the cable car system are therefore more reliable and less prone to wear. Another advantage of this process is that the guide rails for the vehicles can be equipped with switches or crossings very cost-effectively, as the vehicles can move independently, and therefore, no additional equipment is required to move the vehicles other than the guide rail.

[0015] The cable car system comprises a station, a traction cable running into the station and a traction cable running out of the station, an acceleration device arranged at the station in the region of the outgoing traction cable, a guide rail extending in the region between the incoming traction cable and the acceleration device and a vehicle with a cabin, a clamping device which is designed for releasable coupling to the respective traction cable and has a roller which can be coupled to the guide rail, a drive with an electrical machine which is kinematically coupled to the roller and which can be operated as a motor and as a generator, an electrical energy storage device which is electrically connected to the electrical machine, and a control device connected to the electrical machine.The acceleration device is designed to accelerate the vehicle before the clamping device is coupled to the outgoing traction cable, while the roller is coupled to the guide rail. Furthermore, the control device is configured to operate the electric motor as a generator during the acceleration of the vehicle by the acceleration device and to operate the electric motor as a motor, at least in sections, in the area between the incoming traction cable and the acceleration device. The acceleration device is preferably designed as a so-called pneumatic conveyor, preferably as a standard pneumatic conveyor, such as is already commonly used in cable car systems for braking or accelerating vehicles.

[0016] Each vehicle in the cable car system is equipped with an electric motor that powers the vehicle within a station, allowing it to move independently along a guide rail within the station, to which it is connected via a roller. The electric motor operates as a motor, which is supplied with electrical energy via an electric accumulator installed in the vehicle and drives the roller.

[0017] A key aspect of charging the accumulator or the electrical energy storage device is that the vehicle is accelerated as it leaves the station by means of an acceleration device installed in the station. This supplies kinetic energy to the roller rolling along the guide rail. This energy is converted into electrical energy by the electric machine acting as a generator during acceleration and fed into the energy storage device. Alternatively or additionally, the vehicle's kinetic energy can also be converted into electrical energy in the same way when the vehicle decelerates upon entering the station. A pneumatic conveyor is also preferably used to decelerate the vehicle, preferably a standard pneumatic conveyor as is already commonly used in cable car systems.

[0018] An advantage of this method is that the electric motor itself is not used to accelerate the vehicle; instead, the vehicle is accelerated by the external acceleration device. This allows the electric motor to be designed with lower power and implemented with a compact structure. Furthermore, the acceleration device can efficiently accelerate the vehicle and simultaneously efficiently recuperate or recharge the vehicle's electrical energy storage system. The method according to the invention and the cable car system according to the invention have the advantage that known, proven pneumatic conveyors can advantageously be used for new systems incorporating the inventive concept.In addition, it is possible to easily modify existing cable car systems with the inventive concept, since the pneumatic conveyors designed as acceleration and braking devices can be retained.

[0019] According to some embodiments, it can be provided that the vehicle's electric machine is operated as a generator during braking in order to brake the vehicle. If the kinetic energy stored in the vehicle when entering a cable car station is too low to sufficiently charge the energy storage device during braking with the help of the electric machine operated as a generator, additional drive energy can be supplied to the vehicle during braking, if necessary, by means of a drive or braking device acting on the vehicle from the outside, for example designed as a pneumatic conveyor, and this additional drive energy is absorbed by the electric machine operated as a generator during braking, thereby charging the electrical energy storage device.This allows the energy generated by the generator during vehicle deceleration to be supported by a drive device installed in the station. Furthermore, additional energy can be recovered to recharge the electrical energy storage device.

[0020] The acceleration device and / or the drive or deceleration device can be implemented, for example, as a pneumatic conveyor. For example, a pneumatic conveyor can comprise several rotatably mounted tires arranged one behind the other in a row, which are driven at a rotational speed that increases or decreases along the row. The vehicle can thus be accelerated and / or decelerated using a pneumatic conveyor.

[0021] According to some embodiments, it can be provided that the vehicle is decelerated from a traction cable speed to a first rail speed during deceleration, wherein the vehicle is then driven by the electric machine operating as a motor, and the vehicle is conveyed automatically along the guide rail at a second rail speed. Preferably, the first and second rail speeds are the same. The second rail speed can in particular be less than 1 m / s and can, for example, be in a range between 0.2 m / s and 0.5 m / s.

[0022] According to some embodiments, it may be provided that the electric machine of the vehicle is operated as a generator during acceleration and thereby the electrical energy storage device is charged.

[0023] According to some embodiments, it can be provided that, before being uncoupled from the traction cable, the roller is accelerated by operating the electric machine as a motor to a speed at which a track speed of a contact surface of the roller is in the range of the traction cable speed of the traction cable. This enables a particularly smooth and low-wear uncoupling of the vehicle from the traction cable.

[0024] According to some embodiments, it can be provided that the cable car system has a drive device arranged at the station in the region of the incoming traction cable, wherein the control device is designed to operate the electric machine as a generator during the drive of the vehicle by the drive device and / or during the acceleration of the vehicle by the acceleration device and to operate the electric machine in the region between the drive device and the acceleration device at least in sections as a motor.

[0025] According to some embodiments, the clamping device can comprise a support frame on which the roller is mounted for rotation about a rotation axis and to which the drive is attached. The support frame can, for example, comprise a plate, with the drive and electric motor arranged on one side of the plate and the roller arranged on the other side of the plate. This results in a compact and stable design of the clamping device.

[0026] According to some embodiments, it can be provided that the drive has a housing, a first electric machine, a second electric machine and a gear kinematically coupled to the first and second electric machines with a connecting shaft which is connected to the roller, wherein the first and second electric machines and the gear are accommodated in the housing.In particular, it can be provided that the transmission has a first sub-transmission and a second sub-transmission, wherein the first electric machine is coupled to an input interface of the first sub-transmission for torque transmission, an output interface of the first sub-transmission is coupled to a first input interface of the second sub-transmission for torque transmission, the second electric machine is coupled to a second input interface of the second sub-transmission connected in parallel to the first input interface for torque transmission, and the connecting shaft forms an output interface of the second sub-transmission. The torques of the first and second electric machines can thus be advantageously superimposed. This facilitates the operation of the electric machines in a speed range in which they can each generate a high torque and be operated with high efficiency.

[0027] According to some embodiments, the transmission optionally comprises a first planetary gear, which forms, for example, a first partial transmission, and a second planetary gear, which forms, for example, a second partial transmission.

[0028] In an advantageous embodiment, the cable car system according to the invention comprises a plurality of stations, for example, three, four, or five stations, wherein at least one of the stations, a so-called branching or transition station, is connected to at least three other stations via traction cables. The branching station has guide rails with controllable switches, so that the vehicles moving autonomously along the guide rails within the branching stations can be selectively guided to one of the three other stations via the controllable switches. Because the vehicles are self-propelled, the guide rails can be easily provided with switches and / or crossings over which the vehicles can travel, wherein these switches and crossings are preferably designed to be very cost-effective.In an advantageous embodiment, the cable car system according to the invention can be designed as a network comprising a plurality of stations, wherein at least one of the stations and preferably a plurality of stations are designed as branching stations, so that each vehicle can selectably approach a single one or several of the plurality of stations by appropriately setting the switches, and can move in a plurality of ways in the network.

[0029] The term “circulating cable car” is understood here to mean a circular cable car or an aerial cable car whose moving means of transport move in a circular manner on two sides of the track, wherein the moving means can be coupled to a haulage cable or a traction cable and are thus conveyed from one station to the other, and wherein the moving means are decoupled from the haulage cable or the traction cable at the station, and wherein the moving means of transport move along a guide in the station. Such a circular cable car is designed, for example, as a cabin cable car, also called a gondola lift, or as a chair lift. Such a circular cable car can be designed as a so-called two-cable circular cable car, comprising a supporting cable for carrying the moving means of transport and a traction cable for pulling the moving means of transport, or as a single-cable circular cable car, comprising a haulage cable that performs both the supporting and the pulling function.In addition, circulating systems with a plurality of supporting and / or traction and / or haulage cables are known. For clarity, the term "haulage cable" is used herein, whereby this haulage cable is used as a haulage cable or a haulage cable, depending on the design of the circulating system.

[0030] The invention is explained in more detail with reference to the following figures. The exemplary embodiments shown do not represent a limitation to the variants shown, but serve merely to explain a principle of the invention. Identical or similar components are designated by the same reference numerals. To illustrate the functionality of the invention, the figures show simplified schematic diagrams, in which some elements of a cable car system have been omitted for clarity.

[0031] However, this does not mean that such components are not present in a solution according to the invention. Short description of the characters

[0032] The figures used to explain the embodiments show: Fig. 1 is a schematic representation of a cable car system according to an embodiment of the invention; Fig. 2 is a schematic representation of a cable car system comprising a network with a plurality of circulating tracks; Fig. 3 is a schematic representation of a block diagram of a cable car system according to an embodiment of the invention; Fig. 4 is a perspective partial view of a clamping device coupled to a traction cable according to an embodiment of the invention, wherein the cabin of the vehicle is shown schematically; Fig. 5 is a perspective view of a clamping device of the Fig. 4shown vehicle; Fig. 6 a schematic partial view of a cable car system according to an embodiment of the invention in a state in which the vehicle is braked by a first pneumatic conveyor; Fig. 7 a perspective partial view of a second pneumatic conveyor designed as an acceleration device; Fig. 8 a flow chart of a method for operating a cable car system according to an embodiment of the invention; Fig. 9 a schematic view of a station; Fig. 10 a schematic view of two stations that form a common transition station; Fig. 11 a schematic view of three stations that form a common transition station.

[0033] In principle, identical parts in the figures are provided with identical reference symbols. Ways to implement the invention

[0034] Fig. 1 shows an example of a cable car system 100 in a schematic representation. Fig. 3shows an example of a block diagram of the Fig. 1 illustrated cable car system 100.

[0035] As in Fig. 1 schematically shown, the cable car system 100 comprises at least two mutually spaced stations 10, in particular a first station 10A and a second station 10B, a traction cable 20 running into and out of a respective station 10 and two vehicles 50 coupled to the traction cable 20, which are transported outside the station 10, e.g. between the first and the second station 10A, 10B, on or by the traction cable 20. The traction cable 20 is preferably endless and is preferably deflected by 180° within each station 10A, 10B by a cable drive 11 and / or a traction cable deflection wheel 12, so that the cable car systems 100 have two oppositely moving traction cable sections between the stations 10A, 10B and the cable car system 100 forms a circular track 60, wherein in the side view according to Figure 1only one of the two sections of the traction cable is visible. Fig. 1 It is shown purely by way of example that the vehicles 50 are moved between the stations 10A, 10B suspended from a cable, e.g. the traction cable 20 or a separate support cable (not shown), by the driving forces caused by the traction cable 20. The traction cable 20 and optionally the optional support cable can optionally be supported between the stations 10A, 10B by one or more masts or supports 110, as shown in Fig. 1is shown by way of example. Each of the stations 10 shown comprises a deceleration device 31 for braking the vehicle 50 and for transferring the vehicle 50 from the traction cable 20 to a guide rail 40, and comprises an acceleration device 32 for transferring a vehicle 50 located on the guide rail 40 to the traction cable 20. The vehicles 50 move within the station 10, preferably self-propelled and individually driven by an electric motor along the guide rail 40. With regard to the two spaced-apart stations 10A, 10B, the traction cable 40 of the orbit 60 or the orbit 60 has a center point S which, in the direction of travel of the traction cable 40, is arranged centrally between the spaced-apart stations 10 of the orbit 60.The vehicles 50 are fed from the two spaced-apart stations 10 of the orbit 60 to the traction cable 40 and coupled thereto in such a way that two vehicles 50 coupled to the traction cable 40 and moving in opposite conveying directions F are arranged symmetrically with respect to a symmetry point S 3 spaced apart in the direction of travel of the traction cable 40 in a symmetry point area S 1 by a distance S 2 of up to + / - 50 meters from the center point S. Based on this method, a plurality of pairs of oppositely moving vehicles 50 can also travel simultaneously on the orbit 60 or along the traction cable 20, wherein each pair of oppositely moving vehicles 50 can have an individual symmetry point S 3 located in the symmetry point area S 1.

[0036] Preferably, in each of the stations 10 of the orbit 60 there is a Fig. 1not shown stock V of driving resources 50 is stored, for example 5, 10, 20 or 50 driving resources.

[0037] Figure 2 shows a schematic plan view of a cable car system 100 comprising a network consisting of a plurality of circular tracks 60, wherein certain stations 10 are designed as transition stations 10C, which allow an exchange of vehicles 50 between the individual circular tracks 60 via guide rails 40 comprising switches 40C and possibly crossings 40D. Preferably, each station contains a supply V of transport equipment 50. The transport equipment 50 is in Fig. 2 not shown.

[0038] Fig. 3 shows a purely exemplary block diagram of the Figure 1 Cable car system 100 or the orbital system 60 shown. As in Fig. 3As shown by way of example, the cable car system can comprise a station 10, e.g. a first station 10A and a second station 10B, a traction cable 20 running into the respective station 10A, 10B and a traction cable 20 running out of the respective station 10B, as well as a plurality of vehicles 50. Of this plurality of vehicles 50, Fig. 2Only one is shown. The cable car system 100 also comprises a higher-level control device 101, which preferably controls all of the vehicles 50. Preferably, the position of each vehicle 50 within the cable car system 100 is known, for example, by each vehicle 50 receiving a GPS signal, and preferably all relevant data of a vehicle 50, in particular its position in space, are forwarded to the higher-level control device 101. Preferably, there is a preferably wireless two-way communication between the higher-level control device 101 and each vehicle 50 for transmitting data. A person skilled in the art will understand that for the safe operation of the cable car system 100, a plurality of sensors are required, the data of which are preferably exchanged with the higher-level control device 101. These sensors and data are not described in detail herein.

[0039] As in Fig. 3 As shown by way of example, each station 10A, 10B may comprise an acceleration or drive device 32 and / or a deceleration or braking device 31, e.g. a deceleration device 31 in the form of a first pneumatic conveyor, an acceleration device 32, e.g. in the form of a second pneumatic conveyor, and a guide rail 40. In Fig. 3 It is further schematically shown that the first station 10A has a cable drive 11 for driving the traction cable 20, and the second station 10B has a traction cable deflection wheel 12 for deflecting the traction cable 20. Of course, cable drives 11 can also be provided in both stations 10A, 10B.

[0040] The stations 10A, 10B can be realized, for example, by structures into which the traction cable 20 runs in and out, as shown in Fig. 1 and Fig. 2 is shown schematically. Fig. 6shows purely as an example and only schematically a section of a station 10 in the area of ​​the incoming traction cable 20. Fig. 7 shows an example of a section of a station 10 in the area of ​​the outgoing traction cable 20.

[0041] As in Fig. 6 As shown schematically, the optional drive or braking or deceleration device 31, which is implemented here as the first pneumatic conveyor 31, is arranged in the region of the incoming traction cable 20. The first pneumatic conveyor 31 can, for example, have a plurality of tires or rollers 31A arranged in a row, wherein each roller 31A is rotatable about a rotational axis 31B and rotatable about the rotational axis 31B by a roller drive (not shown). In particular, the rollers 31B are rotatable such that a rotational speed of the rollers 31A in the direction of travel F decreases continuously from a first roller 31A of the row to the last roller 31A of the row. As shown in Fig. 6As is also shown schematically, the guide rail 40 can extend parallel to or opposite the rollers 31A. A vehicle 50 with a cabin 52 entering the first pneumatic conveyor 31 is braked, for example, in a time range of 3 to 10 seconds, preferably in a time range of 4 to 6 seconds, from an entry speed of, for example, more than 6 m / s to a first rail speed of, for example, less than 1 m / s. To dissipate the kinetic energy of the entering vehicle, a time range of 3 to 10 seconds or 4 to 6 seconds is thus available, during which the drive 56 is operated as a generator while entering the station in order to charge the energy storage device 58 with the electrical energy generated thereby. When entering the station, the electrical machine 3 of each drive 56 is preferably operated as a generator.A vehicle 50 includes at least a single drive 56, and preferably, as shown in . Figure 5 As shown, two drives 56 are arranged one after the other in the direction of travel F, whereby additional drives 56 can also be arranged at a distance from one another in the direction of travel F, for example three, four, or five. It is also possible to dispense with the first pneumatic conveyor 31 during entry if the entire braking power is absorbed or provided by vehicle 50 or its drives 56.

[0042] As in Fig. 7As shown by way of example, the acceleration device can be implemented as a second pneumatic conveyor 32, which is arranged in the region of the outgoing traction cable 20. The second pneumatic conveyor 32 can, for example, have a plurality of tires or rollers 32A arranged in a row, wherein each roller 32A is rotatable about a rotational axis 32B and rotatable about the rotational axis 32B by a roller drive (not shown). In particular, the rollers 32B are rotatable such that a rotational speed of the rollers 32A increases continuously from a first roller 32A of the row to the last roller 32A of the row. As shown in Fig. 7 As further shown schematically, the guide rail 40 may extend parallel to or opposite the rollers 32A.

[0043] The guide rail 40 extends generally in an area between the incoming traction cable 20 and the accelerator 32. As shown in Fig. 7As shown by way of example, a lateral guide 41 can optionally be provided, which is arranged laterally of a guide surface of the guide rail 40 in order to prevent the roller 2 from slipping sideways from the guide rail 40. Furthermore, a support rail 42 can be provided, which extends parallel to the guide rail 40, as shown in Fig. 7 As shown in Figure 5In the example shown, the clamping device 54 comprises a support roller 54C and two rollers 2. The rollers are held by the guide rail 40, and the support roller 54C is held by the support rail 42, so that the guide rail 40 and the support rail 42 form a common rail along which the clamping device 54 moves. Sensors, cables, or similar functional components of the cable car system 100 can be attached to the support rail 42 or the guide rail 40, for example. The clamping device 54 is capable of moving automatically along the common rail driven by an electric motor, so that the vehicle 50 comprising the clamping device 54 and the cabin 52 suspended therefrom is moved automatically. Again with reference to Fig. 3 , the vehicle 50 may include a cabin 52, a clamping device 54, a drive 56, an electrical energy storage device 58, and a control device 59.

[0044] Fig. 4 shows, purely by way of example, a vehicle 50 which is coupled directly to the traction cable 20 by means of the clamping device 54. The cabin 52 can be designed, for example, for the transport of persons. In particular, the cabin 52 can be realized as a closed cabin, as shown in Fig. 4 is indicated by way of example. However, the invention is not limited thereto. Of course, the cabin 52 can also be an open seat for one or more people or, in general, a container, such as a cargo basket or the like.

[0045] A clamping device 54 is in Fig. 5 shown as an example. The clamping device 54 comprises a support frame 1, at least one roller 2 mounted on the support frame 1 so as to be rotatable about a rotation axis D, and the drive 56. As shown in Fig. 5As shown by way of example, the clamping device 54 can particularly preferably have two rollers 2 arranged one after the other in the conveying direction F, wherein a separate drive 56 is preferably provided for each roller 2. Such a configuration with two rollers 2, each with a separate drive 56, has the advantage of a redundant configuration because, in the event of a defect in one of the drives 56, the vehicle can still be moved automatically along the common rail.

[0046] As in Fig. 5 still visible, the drive 56 and the roller 2 can be arranged on opposite sides of the support frame 1. The drive 56 can be fixed to the support frame 1, for example, a housing 300 of the drive 56 can be attached to the support frame 1, e.g., screwed to it. As shown in Fig. 5Further shown as an example, the clamping device 54 can have an engagement surface 55 for contacting the tires 31A, 32A of the tire conveyors 31, 32. The engagement surface 55 can, for example, be oriented away from the roller 2 and be provided on a web 4 that is firmly connected to the support frame 1, as shown in Fig. 5 is shown as an example.

[0047] The clamping device 54 further comprises a clamping mechanism which is designed for releasable coupling to the traction cable 20. As in Fig. 5Shown purely by way of example, the clamping mechanism can have a control lever 54A, an axle 54B, a support roller 54C and clamping jaws 54D. The axle 54B is fixedly connected to the support frame 1 and the control lever 54A is mounted on the support frame 1 so as to be movable relative to the axle 54B, wherein the clamping jaws 54D are kinematically coupled to the support frame 1 and the control lever 54A such that they can be moved by a movement of the control lever 54A relative to the axle 54B between a clamping position, in which the traction cable 20 is clamped frictionally between the jaws 54D, and an open position in which the jaws 54D are released from the traction cable 20. In principle, other clamping mechanisms are also conceivable.

[0048] The clamping mechanism can be actuated in an automated manner, in particular by a mechanical actuating structure (not shown), e.g. in the form of a rail arrangement, when the vehicle 50 enters the station 10 and when the vehicle 50 exits the station 10.

[0049] As particularly in the Fig. 6 and 7 As shown schematically, the roller 2 of the clamping device 54 can be coupled to the guide rail 40, in particular such that the roller 2 rolls on the guide rail 40 and the vehicle 50 is held on the guide rail 40 by means of the roller 2, wherein the guide rail 40 guides and supports the rollers 2. The support rail 42 could be omitted. However, a common rail comprising the guide rail 40 and the daylights 42 is preferably used to support the clamping device 54 and to guide its movement within the station 10.

[0050] The vehicle 50 can thus be decoupled from the traction cable by the clamping device 54 by actuating the clamping mechanism when it enters the station 10. Before, during or after the decoupling from the traction cable 20, the vehicle 50 can be coupled to the guide rail 40 via the roller 2 and guided on it or carried by it, as shown in Fig. 5 is shown schematically. After uncoupling from the traction cable 20, when the roller 2 is coupled to the guide rail 40, the vehicle 50 can be braked by means of the drive or braking device or the first pneumatic conveyor 31, wherein the drive 56 operated as a generator additionally brakes the vehicle 50. If the drive or braking device is implemented as a pneumatic conveyor 31, as in Fig. 6As shown by way of example, after being disconnected from the traction cable 20, the contact surface 55 of the clamping device 54 successively comes into contact with the tires 31A arranged in a row, whose rotational speed decreases along the row. As a result, the path speed of the tires 31A is imposed on the clamping device 54 via the surface 55 and thus on the vehicle 50. In principle, other drive or braking devices for braking the vehicle 50 are also conceivable.

[0051] After passing through the station on the guide rail 40, the vehicle 50 reaches the acceleration device 32. If this, as in Fig. 7Shown by way of example, as a pneumatic conveyor 32, the engagement surface 55 of the clamping device 54 successively comes into contact with the tires 32A arranged in a row, while the vehicle 50 is guided by the roller 2 on the guide rail 40, the rotational speed of which increases along the row. As a result, the track speed of the tires 32A is imposed on the clamping device 54 via the surface 55 and thus on the vehicle 50, thereby accelerating the vehicle to the traction cable speed. In this case, too, other designs of the acceleration device are conceivable. The acceleration device 32 is generally designed to accelerate the vehicle 50 before the clamping device 54 is coupled to the outgoing traction cable 20, while the roller 2 is coupled to the guide rail 40.

[0052] As in Fig. 3As shown schematically, the drive 56 has an electric motor 3, which is kinematically coupled to the roller 2. The drive 56 serves to drive or rotate the roller 2. For this purpose, a shaft driven by the electric motor 3 is kinematically coupled to the roller 2. The electric motor 3 can be operated both as a motor and as a generator. This means that rotation of the roller 2 can also be transmitted via the shaft as kinetic energy to the electric machine 3, which converts the kinetic energy into electrical energy.

[0053] The following refers again to Fig. 3 Reference is made to further explain the cable car system 100. As in Fig. 3As shown schematically, the electrical energy storage device 58 is electrically connected to the electrical machine 3 of the drive 56. The energy storage device 58, which can be accommodated, for example, in a floor or another component of the cabin 52, is implemented as an accumulator. Thus, the electrical energy storage device 58 can output electrical energy to drive the electrical machine 3 when it is operated as a motor. Conversely, the electrical energy generated by the electrical machine 3 in generator mode can be fed into the energy storage device 58.

[0054] The control device 59 is in Fig. 3It is shown merely as a block and can, in particular, comprise a power electronic circuit, such as a converter or the like. Optionally, the control device 59 can also comprise a processor and a data memory readable by the processor, in particular a non-volatile data memory, such as a flash memory, an SSD memory, an HDD memory, or the like. The control device 59 is signal-connected to the electric machine 3 and preferably also to the energy storage device 58.

[0055] The control device 59 is particularly configured to switch the electric machine 3 between generator operation and motor operation. For example, the control device 59 can be configured to control the electric machine 3 in order to change its speed, direction of rotation, and its operation as a motor or generator. In particular, the control device 59 can be configured to operate the electric machine 3 as a generator while the vehicle 50 is accelerating by the acceleration device 32. As a result, the energy storage device 58 can be charged using the energy supplied to the vehicle 50 via the acceleration device 32. Alternatively or additionally, the control device 59 can be configured to operate the electric machine 3 as a generator while the vehicle 50 is being driven by the drive or braking device 31.

[0056] Furthermore, the control device 59 can be configured to operate the electric machine 3 as a motor, at least in sections, in the area between the incoming traction cable 20 and the acceleration device 32. Thus, the vehicle 50 can automatically perform a station passage or other driving maneuvers, e.g., a forward drive followed by a reverse drive or a parking space, if the vehicle is coupled to the guide rail 40 via the roller 2.

[0057] The control device 59 is preferably connected to a GPS receiver and is preferably connected to the higher-level control device 101 for data transmission.

[0058] In Fig. 8 schematically and purely by way of example, a sequence of a method M for operating a cable car system 100 is shown, which is explained below, without being limited thereto, with reference to the cable car system 100 explained above.

[0059] As in Fig. 8 As shown, the vehicle 50 is transported on the traction cable 20 in step M1. Here, the vehicle 50 is detachably coupled to the traction cable 20 via a clamping device 54, or a pair of two counter-rotating vehicles 50 are fed to the traction cable 20 in two mutually spaced stations and coupled. For example, the clamping jaws 54D of the clamping mechanism are in the clamping position. In this step M1, the vehicle 50 is pulled by the traction cable 20, which in turn is driven by the cable drive 11 ( Fig. 1 ) is driven at a traction cable speed which can, for example, be in a range between 3 m / s and 10 m / s.

[0060] In step M2, the vehicle 50 is uncoupled from the traction cable 20. For this purpose, the clamping device 54 is released from the traction cable 20, e.g., by actuating the control lever 54A via a rail system of the station 10, so that the clamping jaws 54D are moved into the open position. Furthermore, in step M2, the roller 2 of the clamping device 54 is coupled to the guide rail 40, in particular such that the vehicle 50 is held on the guide rail 40 by the roller 2. In addition, the support roller 54C is preferably coupled to the support rail 42.

[0061] In step M2, before uncoupling the vehicle 50, the roller 2 can optionally be accelerated to a speed at which a path speed of a contact surface of the roller 2 is in the range of the traction cable speed of the traction cable 20. This can be done, for example, by the drive 56 of the clamping device 54 by operating the electric machine 3 as a motor.

[0062] In step M3, the vehicle 50 is braked, for example by means of the first pneumatic conveyor 31, as described above and in Fig. 5 shown schematically, or with a differently designed drive or braking device. Optionally, the electric machine 3 is operated as a generator during braking in step M3. In particular, the roller 2, which is in contact with the guide rail 40, is driven on the one hand by the inertia of the vehicle 50 and on the other hand, at least temporarily by the vehicle 50 being moved by means of the drive device. As a result, the energy transferred to the roller 2 can be fed into the energy storage device 58 via the electric machine 3 operated as a generator. During braking in step M3, the vehicle is braked from the traction cable speed to a first rail speed.

[0063] After braking, the vehicle 50 travels automatically along the guide rail 40 in step M4. The electric machine 3 of the drive 56 is operated as a motor. The electrical energy required to operate the electric machine 3 is taken from the energy storage device 58. In step M4, the vehicle 50 is thus conveyed automatically along the guide rail 40 at a second rail speed. The second rail speed can, in particular, be less than or equal to the first rail speed. For example, the second rail speed can be less than 1 m / s and, for example, lie in a range between 0.2 m / s and 0.5 m / s.

[0064] In a further step M5, a pair of counter-rotating vehicles 10 are provided in two spaced-apart stations, followed by a simultaneous or time-delayed acceleration of each of the two vehicles 50 by means of an acceleration device 32 acting on the vehicle 50 from the outside, for example with the second pneumatic conveyor 32, as described above and in Fig. 5is shown schematically. During acceleration M5, the electric machine 3 can be operated as a generator, thereby charging the electrical energy storage device 58 of the vehicle 50. Thus, during acceleration, energy is supplied to the vehicle 50 via the acceleration device 32. Since the roller 2 rolls along the guide rail 40 during acceleration, the roller also absorbs kinetic energy from the acceleration device 32, which is converted into electrical energy via the electric machine 3 operated as a generator and fed into the energy storage device. In step M5, each vehicle 50 can be accelerated, in particular, to the traction cable speed.

[0065] In a further step M6, the respective vehicle 50 is coupled to the outgoing traction cable 20, whereby the clamping device 54 is reconnected to the traction cable 20. For example, the control lever 54A can be actuated via a rail system of the station 10, so that the clamping jaws 54D are moved from the open position to the clamping position.

[0066] An advantage of this method is that the vehicle 50 can be moved automatically, at least in sections, along the guide rail 40 by the drive 56, wherein the electrical energy required for this purpose is taken from the energy storage device 58 carried by the vehicle 50. As a result, complex external conveying devices can be completely or partially dispensed with along the guide rail 40 in an area between the optional drive device 31 and the acceleration device 32. Furthermore, an external power supply for the vehicle 50 is not necessarily required during autonomous travel, since the braking process orA conveying process by the optional drive device 31 and / or an acceleration process by the acceleration device 32 can be used to supply kinetic energy via the roller 2 to the electric machine 3 of the drive 56, which is converted into electrical energy by the electric machine 3 and fed into the energy storage device 58. Furthermore, this method synchronizes the movement of a pair of counter-rotating vehicles.

[0067] The energy storage device 58 preferably has such a high storage capacity that the vehicle 50 can travel autonomously along guide rails 40, preferably for one or half an hour. Such a storage capacity has the advantage that the vehicle 50 can continue to travel reliably autonomously along guide rails 40 for a certain period of time, even if the electric machine 3 is no longer or temporarily no longer operable as a generator. Such a case can arise, for example, if a guide rail 40 in the area of ​​the acceleration device is icy or dirty, so that the roller 2 no longer rolls smoothly on the guide rail 40, and the electric machine 3 can only partially or no longer operate as a generator with this acceleration device.

[0068] The drive 56 or the vehicle 50 is preferably also designed such that it can travel autonomously not only on horizontally extending guide rails 40, but also on those with certain gradients of less than 5% or less than 10%, so that the vehicle 50 can also overcome ramps autonomously. The roller 2 preferably has a diameter in the range between 100 mm and 200 mm, and more preferably a diameter in the range between 150 mm and 200 mm, in particular to keep rolling resistance low.

[0069] Fig. 9shows a schematic view of a station 10 of a revolving track 60. The traction cable 20 is deflected by 180° at the traction cable deflection pulley 12. Incoming vehicles 50 are transferred to the guide rail 40 with the aid of the deceleration device 31, along which the vehicles 50 move autonomously. Priority vehicles 50B, i.e. vehicles with higher priority, for example, first-class vehicles, are guided via a switch 40C to a shorter guide rail branch 40A and subsequently to a priority boarding and disembarkation point 13A, 14A. These vehicles 50B can be guided to the acceleration device 32 via a crossing 40D, a switch 40C, and the guide rail 40, and then coupled to the traction cable 20.Secondary vehicles 50C, i.e., vehicles with a lower priority, for example, second-class vehicles, are conveyed in a straight line to the secondary exit 13B after the deceleration device 31 in the illustrated embodiment, and then fed to a secondary entrance 14B, forming a U-shaped storage area, from where the vehicles 50C can be fed to the traction cable 20 via the guide rail 40 and the acceleration device 32. The station 10 can, for example, additionally comprise a plurality of guide rails, for example configured as a storage rail 40E, on which additional vehicles 50, for example, replacement vehicles or special vehicles, are stored. In the illustrated embodiment, a supply V of a total of fifteen vehicles 50 is stored in the station 10.A higher-level controller 101 of the orbital track 60 feeds the vehicles 50 to the acceleration device 32 in such a way that a pair of vehicles, which are to be connected in opposite directions to the traction cable 20, are coupled in such a way that the vehicles 50 subsequently fastened to the traction cable 20 are arranged symmetrically with respect to the symmetry point S 1. Preferably, in each of the two stations 10 of the orbital track 60, a vehicle 50 loaded with passengers is ready for departure, so that these two vehicles 50 can be fed to the traction cable 20 in pairs. If there are only passengers in one vehicle 50, an empty vehicle 50B, 50C can be used in the opposite station, for example, which is used as a counter pair and is fed to the traction cable 20 in pairs with the vehicle 50 containing passengers.With this method, vehicles 50 loaded with passengers can preferably depart without waiting or after only a short waiting time.

[0070] Fig. 10shows a schematic view of a transition station 10C of two intersecting orbits 60. The two orbits 60 are preferably connected by a guide rail 40 which directly connects them and which, in the illustrated embodiment, runs in a straight line. Via this guide rail, vehicles 40 can be exchanged between the two orbits 60 without having to travel to an exit 13 or an entry 14 within the transition station 10C. However, the illustrated transition station 10C also includes switches 40C, via which vehicles 40 can be fed to the exits and entrances 13, 14. In a further embodiment, the continuous, straight guide rail 40 could be dispensed with, so that all vehicles 40 entering the transition station 10C are fed to the exits and entrances 13, 14.

[0071] Fig. 11shows a schematic view of a transition station 10C of three intersecting orbits 60. These three orbits 60 are preferably each connected to a directly connecting guide rail 40 which, in the illustrated embodiment, runs largely in a straight line and via which rolling stock 40 can be exchanged between the three orbits 60 without having to approach an exit 13 or an entry 14 within the transition station 10C. The illustrated transition station 10C also includes switches 40C via which rolling stock 40 can be fed to the exits and entrances 13, 14. In a further embodiment, the continuous, largely straight guide rail 40 could be dispensed with, so that all rolling stock 40 entering the transition station 10C are fed to the exits and entrances 13, 14.Since the transport means 40 move along the guide rails 40 and along the switches 40C, etc., in a self-propelled manner and driven by an electric motor, the transport means 40 can be moved in a variety of ways within the transition station 10C and between the orbits 60, in particular to fulfill a variety of individual travel requests from passengers. The operating method according to the invention is particularly advantageous in complex traffic situations, such as, for example, in... Fig. 11shown, since the operating method preferably enables rapid passage through the transfer station 10C, with no or only short waiting times, furthermore preferably enables rapid departure of a vehicle loaded with passengers, and furthermore preferably enables selective journeys in a plurality of directions, and furthermore preferably enables prioritization of journeys, and furthermore preferably enables the use of different, e.g. theme-specific, vehicle types. In particular, the vehicle types 40 can be operated similarly to taxis, in that a destination is specified for an individual vehicle type 40, and this is approached, preferably via a plurality of transfer stations 10C, without stopping at any entry and exit points 13, 14 in between.

Claims

1. Method for operating a cableway system (100) comprising a plurality of transporting means (50) and comprising a plurality of spaced stations (10, 10A, 10B), wherein two spaced stations (10, 10A, 10B) are connected to each other via a common haul rope (20) and form a circular path (60), wherein the transporting means (50) are moved along a guide rail (40) within the station (10) in a self-propelled and motor-driven manner, wherein the transporting means (50) are coupled to the haul rope (20) when leaving the station (10), and wherein the transporting means (50) are released from the haul rope (20) when entering the station (10) and are guided to the guide rail (40), the circular path (60) having a center point (S) which is arranged centrally between the spaced stations (10) of the circular path (60) in the direction of travel of the haul rope (20), in that a stock (V) of transporting means (50) is stored in both spaced stations (10) of the circular path (60), characterized in that the transporting means (50) are fed from the two spaced stations (10) of the circular path (60) to the haul rope (20) and coupled to the latter in such a way that in each case two transporting means (50) coupled to the haul rope (20) and moving in opposite directions are arranged symmetrically with respect to a symmetry point (S3) spaced from the center point (S) by up to + / - 50 meters in the direction of travel of the haul rope (20), wherein each transporting means (50) comprises an energy storage unit (58), a motor (3C), a control unit (59) and a generator (3D), in that the transporting means (50) are driven by an acceleration system (32) arranged in the station (10) during the extension from the station (10), so that the generator (3D) is driven during the extension from the station (10), and the energy storage unit (58) is charged with the energy generated by the generator (3D).

2. Method according to claim 1, characterized in that the transporting means (50) are at least partially decelerated by the generator (3D) during entry into the station (10), and / or in that the transporting means (50) are driven / or decelerated by a deceleration system (31) arranged in the station (10) during entry into the station (10), so that the generator (3D) is driven during entry into the station (10) and the energy storage unit (58) is charged with the energy generated by the generator (3D).

3. Method according to one of the preceding claims, characterized in that the cableway system (100) comprises a plurality of circular paths (60), in that at least two circular paths (60) open into a common transition station (10C), and in that transporting means are exchanged between the circular paths (60) via the common transition station (10C).

4. Method according to claim 3, characterized in that at least three circular paths (60) lead into a common transition station (10C).

5. Method according to one of the preceding claims, characterized in that the same predetermined number of transporting means (50) is stored in each of the two spaced-apart stations (10) of a circular path (60), the predetermined number being dependent in particular on the length of the circular path (60).

6. Method according to claim 5, characterized in that at least two circular paths (60) open into a common transition station (10C), and in that transporting means (50) stored in the common transition station (10C) are exchanged between the at least two circular paths (60).

7. Method according to one of the preceding claims, characterized in that the number of transporting means (50) stored in each of two spaced stations (10) of a circular path (60) is changed by feeding the transporting means (50) to the haul rope (20) in such a way that the distance between the center point (S) and the symmetry point (S1) is increased in one conveying direction, and / or that the distance between the center point (S) and the symmetry point (S1) is reduced in the opposite conveying direction.

8. Method according to one of the preceding claims, characterized in that a transporting means (50) is filled with passengers in one of the two spaced-apart stations (10) of a circular path (60), and in that this transporting means (50) departs when a transporting means (50) is also ready for departure in the other of the two spaced-apart stations (10) of the circular path (60).

9. Method according to claim 8, characterized in that the transporting means (50) ready for departure in the other of the two spaced stations (10) of the circular path (60) has no passengers.

10. Method according to one of claims 7 or 9, characterized in that the transporting means (50) can have at least two different priority levels, a normal run and an express run, and in that the transporting means (50) with the express run priority level are fed to the haul rope (20) with higher priority.

11. Method according to claim 10, characterized in that the guide rail (40) branches in the station (10) into at least one shorter guide rail branch (40A) and one longer guide rail branch (40B), and in that transporting means (50) with the express run priority level are fed to the shorter guide rail branch (40A).

12. Method according to one of the preceding claims, characterized in that a plurality of transporting means (50) form a transporting means group (50A) and are coupled to the haul rope (20) at a mutual distance of less than 10 metres, and in that the same number of transporting means (50) are coupled to the haul rope (20) in the opposite direction as a transporting means group (50A).

13. Method according to one of the preceding claims, characterized in that the speed of the haul rope (20) is reduced on a circular path (60) in which no transporting means (50) are in motion.

14. Cableway system (100) operated by a method according to any one of the preceding claims.