CABLE CAR

Description

[0001] The invention relates to a circulating cable car with at least two cable car stations and with at least one cable car vehicle that is movable in a circular motion between the cable car stations by means of a haul rope, wherein the at least one cable car vehicle has at least one rope clamp for releasably coupling the cable car vehicle to the haul rope, and wherein an actuating device for actuating the rope clamp is provided in at least one cable car station. Furthermore, the invention relates to a method for operating a circulating cable car with at least one cable car vehicle that is movable in a circular motion between at least two cable car stations by means of a haul rope, wherein the at least one cable car vehicle has a rope clamp for releasably coupling the cable car vehicle to the haul rope.

[0002] Circulating cableways are a known technology and are mostly used for transporting people and / or materials in topographically challenging terrain, e.g., as gondola lifts or chairlifts in winter sports areas. In a circulating cableway, multiple cable cars are moved in a continuous motion between several stations by a haul rope. A fundamental distinction is made between single-cable circulating cableways, in which only one haul rope is used, which simultaneously serves as the traction rope for generating the driving force and as the track rope for supporting the cable cars. In multi-cable circulating cableways, on the other hand, the haul rope serves only as the traction rope for driving the cable cars, and the cable cars are movably mounted on one or more track ropes by means of a suitable carriage. Depending on the number of track ropes, one speaks, for example, of...also from a double-cable gondola lift (one haul rope and one track rope) or from a triple-cable gondola lift (one haul rope and two track ropes).

[0003] Multi-cable gondola lifts, in particular, combine the advantages of aerial tramways, such as their high transport capacity, with those of single-cable gondola lifts, such as continuous operation without downtime. Multi-cable gondola lifts have a number (e.g., one or two) of track ropes in each direction of travel, forming a track, as well as at least one endless, circulating haul rope. Usually, several gondola lift cars are used, which move in a continuous loop between two terminal stations. Each gondola lift car is equipped with a carriage containing several pulleys that run along the number of track ropes. In a three-cable gondola lift, for example, two parallel track ropes are used, and the carriage has two sets of pulleys spaced apart by the distance between the track ropes.

[0004] The running gear is typically connected to an upper section of a suspension system, and a transport unit, such as a cabin, for carrying passengers and / or goods is located at the lower end of the suspension system. Each cable car has at least one operable cable clamp, which allows the cable car to be detachably coupled to the haul rope. The haul rope is driven by a suitable drive unit to generate a motive force for moving the cable car. This drive unit is usually an electric machine and is located in at least one cable car station.

[0005] In the cable car stations, the cable cars can be uncoupled from the haul rope by opening the rope clamps upon entry. This interrupts the power transmission, allowing the cable cars to move within the station at a reduced speed along a guide rail (or parallel guide rails in the case of a tricable gondola lift). A suitable auxiliary drive is provided to power the cable cars within the station between uncoupling from and coupling to the haul rope. Upon exiting the station, the cable cars are accelerated by the auxiliary drive back up to the speed of the haul rope and coupled to it by closing the rope clamp.

[0006] Conventional rope clamps typically feature a fixed clamping jaw and a movable jaw relative to it. The movable jaw is usually pre-tensioned in the closed position by a suitable pre-tensioning device and can be opened against the pre-tensioning force using a suitable actuating device. One or more actuating levers are generally provided to operate the rope clamp, interacting with a suitable actuating device located within the cable car stations to generate an actuating force. To achieve the best possible clamping effect, the rope clamps are generally designed so that the clamping jaws partially encircle the haul rope.

[0007] When opening the rope clamp, the cable car cannot simply be moved vertically away from the haul rope without the stationary clamp jaw touching the haul rope, potentially forcing it out of its guide or even damaging it. Completely lifting the rope clamp from the haul rope is usually necessary, however, because the haul rope's path in the cable car station typically differs from the direction of travel of the cable cars. Often, for example, the haul rope runs at a certain angle to the direction of travel of the cable car in the area of ​​the operating mechanism, either downwards or upwards (depending on the cable car's design).

[0008] To prevent the clamping jaws of the rope clamp from colliding with the haul rope when the clamp was lifted, the entire cable car was previously shifted translationally by a certain offset perpendicular to the direction of movement after the clamp was opened. This ensured a sufficiently large distance between the stationary clamping jaw and the haul rope, allowing the rope clamp to be removed from the haul rope essentially without contact. The cable car cars could thus be moved in a different direction than the haul rope within the cable car station. However, a disadvantage of this method was that the lateral translational shift was not smooth, which passengers found unpleasant.

[0009] EP 0 283 888 A2 discloses a cableway vehicle for a three-cable gondola lift. The cable clamps of the running gear are movably mounted on a frame and can be adjusted in height via an adjusting roller when adjusting rollers interact with operating rails of a cableway station. The cable clamps can thereby be lowered towards or lifted away from the haul rope.

[0010] AT 370 685 B discloses a rope clamp for a single-cable cableway. To avoid lateral displacement when disengaging the rope clamp from the rope, which is necessary to release the fixed clamping jaw from the rope, the rope clamp is provided with two movable clamping jaws that are symmetrically pivotable about a common axis.

[0011] AT 403788 B and EP 0 644 095 A1 disclose rope clamps of an industrial rope conveyor system. The entire rope clamp can be swung away from the haul rope relative to the suspension.

[0012] It was therefore an objective of the present invention to provide a circulating cableway and a method for operating a circulating cableway that would allow for greater comfort for passengers when entering a cableway station and / or when exiting a cableway station.

[0013] The problem is solved according to the invention with a circulating cable car having the features of claim 1 and with a method having the features of claim 15. By pivoting the cable car vehicle when entering the cable car station, the rope clamp can be positioned sufficiently far from the haul rope to allow the rope clamp to lift off the haul rope without contact. The rotational movement about the first axis of rotation also has the advantage over the known translational deflection that passenger comfort can be increased.

[0014] Preferably, the actuating device has a stationary first actuating guide rail which is arranged in an entry area of ​​the cable car station and which is designed to interact with an actuating lever of the at least one rope clamp during the movement of the cable car vehicle to generate an actuating force for opening the at least one rope clamp, wherein the linkage guide device has a stationary first linkage guide rail which is arranged in the entry area of ​​the cable car station and wherein the first actuating guide rail and the first linkage guide rail are arranged relative to each other such that the pivoting of the at least one rope clamp takes place during or after the opening of the at least one rope clamp.It is advantageous if the actuating device alternatively or additionally has a stationary second actuating guide rail, which is arranged in an exit area of ​​the cable car station and which is designed to interact with an actuating lever of the at least one rope clamp during the movement of the cable car vehicle to generate an actuating force for opening the at least one rope clamp, wherein the linkage guide device has a stationary second linkage guide rail, which is arranged in the exit area of ​​the cable car station, and wherein the second actuating guide rail and the second linkage guide rail are arranged relative to each other such that the pivoting of the at least one rope clamp occurs during or after the opening of the at least one rope clamp. The relative positioning of the first actuating guide rail to the first linkage guide rail, or...The relative positioning of the second actuating guide rail to the second handle guide rail allows the temporal relationship between the opening of at least one rope clamp and the pivoting of the cable car vehicle to be easily determined.

[0015] It is advantageous if the direction of movement of the cable car and the course of the haul rope diverge vertically in the entry area of ​​the cable car station from the first actuating guide rail, and if the deflection angle is defined by the first guide rail such that the at least one rope clamp can be lifted off the haul rope without contact after being opened vertically by the first actuating guide rail. Preferably, the direction of movement of the cable car and the course of the haul rope converge again vertically in the exit area of ​​the cable car station up to the second actuating guide rail, and the deflection angle is defined by the second guide rail such that the at least one rope clamp can be placed on the haul rope without contact after being opened vertically by the second actuating guide rail.This allows the cable car to be uncoupled and recoupled from the haul rope without damaging or wearing down the haul rope or the rope clamp. Between uncoupling and coupling, the cable car can be moved within the cable car station in any direction relative to the haul rope's path, thus achieving a high degree of flexibility.

[0016] The at least one rope clamp preferably has a fixed clamping jaw and a clamping jaw movable relative to it, between which the conveyor rope can be clamped. The fixed clamping jaw is designed to partially enclose the conveyor rope when coupled, such that a free end section of the fixed clamping jaw is located on the underside of the conveyor rope. The deflection angle is defined such that the rope clamp can be lifted off and / or placed against the conveyor rope without the free end section touching the conveyor rope. The deflection angle is preferably at least 0.3°, more preferably at least 0.5°, and more preferably at least 0.8°.This ensures that the cable car vehicle is swivelled far enough so that the section of the clamping jaw that partially encloses the haul rope is sufficiently far away from the haul rope to allow the rope clamp to be removed from the haul rope without contact.

[0017] Preferably, the deflection angle is set such that, after pivoting the rope clamp, the distance between the free end section of the stationary clamping jaw and the conveyor rope in a transverse direction perpendicular to the direction of movement is at least 1 mm, preferably at least 2 mm, and particularly preferably at least 3 mm. Alternatively or additionally, it is advantageous if the deflection angle is set such that, after pivoting the rope clamp, the distance between a free end section of the movable clamping jaw and the conveyor rope in a transverse direction is at least 1 mm, preferably at least 2 mm, and particularly preferably at least 3 mm. This ensures that both clamping jaws have a sufficiently large distance from the conveyor rope to allow contactless decoupling and coupling.

[0018] The cableway vehicle preferably comprises a carriage for carrying passengers, a suspension frame, and a suspension, wherein an upper section of the suspension is connected to the suspension frame and a lower section of the suspension is connected to the carriage, wherein the rope clamp is arranged on the suspension frame and the guide is arranged on the suspension frame, on the suspension, or on the carriage. This allows for several advantageous design solutions from which a person skilled in the art can select a suitable embodiment.

[0019] Preferably, the suspension is pivotably attached to the suspension support relative to the suspension support, preferably about a second axis of rotation extending transversely to the direction of movement. This allows pendulum movements of the transport body in the direction of travel, which increases passenger comfort.

[0020] A central point is preferably provided on the rope clamp, through which a longitudinal axis of the haul rope passes when the rope clamp is coupled to the haul rope. The central point of the rope clamp is spaced from the first axis of rotation by a clamping distance of preferably at least 100 mm, more preferably at least 300 mm, and more preferably at least 700 mm, particularly at least 720 mm. Alternatively or additionally, it is advantageous if the linkage has a free end, wherein a force application point is provided at the free end of the linkage, which is designed to cooperate with the linkage guidance device to generate the deflection force. The force application point is spaced from the first axis of rotation (DA1) by a lever arm distance of preferably at least 400 mm, more preferably at least 700 mm, particularly preferably at least 800 mm, and particularly at least 900 mm.A rotatable pulley can also be arranged at the free end of the handlebar, and the point of force application can be located at this rotatable pulley. By advantageously defining the clamping distance, the lever arm distance, and the relationship between the clamping distance and the lever arm distance, a sufficiently large distance between the rope clamp and the haul rope can be achieved when the cable car pivots, and excessively high forces and moments can be reliably avoided.

[0021] It is advantageous if a guide track is provided on the stationary steering linkage, particularly on the first and / or second steering linkage rail, along which the steering linkage is guided during the movement of the cable car vehicle to generate the deflection force, and if the guide track is curved. The guide track preferably has a curve with a continuous curvature, preferably with G1 continuity or G2 continuity. This avoids abrupt, especially jerky, pivoting movements, which on the one hand increases passenger comfort and on the other hand reduces wear and the risk of damage.

[0022] The circulating ropeway can be designed as a single-cable circulating ropeway, wherein the haul rope is simultaneously designed as a traction rope and a track rope, wherein a fixed guide rail is provided in the at least one ropeway station, along which the at least one ropeway vehicle can be moved through the ropeway station in a state decoupled from the haul rope, wherein a number of guide rollers are arranged on the ropeway vehicle to roll on the guide rail, and wherein contact of the guide rollers on the guide rail forms the first axis of rotation. Alternatively, the circulating ropeway can also be designed as a double-cable circulating ropeway, wherein the haul rope is designed as a traction rope and an additional track rope is provided, wherein a number of rope rollers arranged one behind the other in the direction of travel are arranged on the ropeway vehicle, which are designed to roll on the track rope.wherein a stationary guide rail is provided in the at least one cable car station, along which the at least one cable car vehicle can be moved through the cable car station by means of the cable pulleys in a state decoupled from the haul rope, and wherein a contact of the cable pulleys on the guide rail or a center point of a guide section of the guide rail forms the first axis of rotation. According to a further advantageous embodiment, the circulating cable car can be designed as a three-cable circulating cable car, wherein the haul rope is designed as the haul rope and two additional track ropes are provided, wherein the at least one cable car vehicle has a running gear on which a number of first cable pulleys arranged one behind the other in the direction of movement are arranged, which are designed to roll on a track rope, and a number of second cable pulleys arranged one behind the other in the direction of movement are arranged.which are designed to unwind on the respective other support cable, wherein at least one cable car station has two fixed guide rails along which the at least one cable car vehicle can be moved through the cable car station in a state decoupled from the haul rope by means of the first and second cable pulleys, and wherein the running gear is pivotally connected to the suspension support via a joint, the joint forming the first axis of rotation. This allows the pivoting of the cable car vehicle according to the invention to be used with various types of gondola lifts, which significantly increases flexibility.

[0023] Preferably, the joint is arranged transversely to the direction of movement between the first and second pulleys. Furthermore, it is advantageous if the first pulleys contact the first stationary guide rail at a first contact point, and the second pulleys contact the second stationary guide rail at a second contact point, with the joint located vertically above, below, or at the same level as the first and / or second contact point. Preferably, the at least one cable clamp is arranged vertically below the joint, and the first pulleys are arranged transversely to the direction of movement between the linkage and the joint. This provides advantageous kinematic embodiments.

[0024] Advantageous embodiments of the method according to the invention are specified in claims 16 and 17.

[0025] The present invention is described below with reference to the Figuren 1 bis 5 In more detail, the invention is explained, and exemplary, schematic, and non-restrictive embodiments are shown. This includes showing Fig.1 a cable car in the form of a three-cable gondola lift in a top view, Fig.2A a cable car of a triple cable gondola in the entry area of ​​a cable car station in a rear view in the direction of travel, Fig.2B a mechanical replacement system for the cable car of the triple-cable gondola lift, Fig.3 a cable car of a triple cable gondola in an entry area of ​​a cable car station in a side view, Fig.4 A cable car of a single-cable gondola lift in the entry area of ​​a cable car station, viewed from behind in the direction of travel and Fig.5 A cable car of a double-cable gondola lift in the entry area of ​​a cable car station, viewed from behind in the direction of travel.

[0026] Fig.1 Figure 1 shows a simplified representation of a three-cable gondola lift 1, which has two cable car stations 2A and 2B, and a number of cable car vehicles 3 that can move in a continuous motion between the cable car stations 2A and 2B. For the sake of simplicity, in Fig.1 Only one cable car 3 is shown, but in a known manner, a plurality of usually identical cable car 3s are generally provided, which are usually moved at constant intervals from each other. The first cable car station 2A is designed as the first terminal station, for example, as a valley station, and the second cable car station 2B is designed as the second terminal station, for example, a mountain station. The cable car 3s move in a circular motion between the two terminal stations 2A and 2B. This means that the cable car sleds move in a first direction FR1, for example, uphill, from the first cable car station 2A to the second cable car station 2B, and in a second direction FR2, for example, downhill, they move back from the second cable car station 2B to the first cable car station 2A.

[0027] Within the cable car stations 2A and 2B, which are designed as terminal stations, the cable car vehicles 3 are turned around along a curve by, for example, 180° from the first direction of travel FR1 to the second direction of travel FR2. Of course, one or more further (in Fig.1 (Not shown) cable car stations, so-called intermediate stations, are planned. Unlike a terminal station, an intermediate station is passed through by the cable car vehicles 3 in the respective direction of travel without the direction being changed. However, a certain change of direction is of course also possible in an intermediate station.

[0028] For each direction of travel FR1, FR2, two stationary support cables 4A, 4B are provided, which connect the two end stations 2A, 2B. The support cables 4A, 4B run essentially parallel to each other. The ends of the support cables 4A, 4B are appropriately fastened to the end stations 2A, 2B, as shown in Fig.1 The system is shown schematically. The support cables 4A, 4B form a track for the cable car vehicles 3, along which the cable car vehicles 3 can be moved by means of a running gear 6. On the running gear 6, a number of first cable pulleys S1 are arranged one behind the other in the direction of movement B, and a number of second cable pulleys S2 are arranged one behind the other in the direction of movement B.

[0029] The first and second pulleys S1, S2 are spaced apart in a transverse direction Q, perpendicular to the direction of movement B, at a distance corresponding to the distance between the track ropes 4A, 4B. During movement on the open track between the cable car stations 2A, 2B, the first pulleys S1 roll along the first track rope 4A, and the second pulleys S2 roll along the second track rope 4B. The carriage 6 is connected via a (in Fig.1 (not shown) sling 7 (see Fig.2A ) connected to a transport body 9 located vertically below it. The transport body 9 serves in a known manner for the carrying and transport of persons and / or objects. Typically, three-cable gondola lifts are used for passenger transport, with the transport body 9 generally having a cabin with side doors.

[0030] Furthermore, at least one continuous haul rope 5 is provided, which serves as a traction rope to exert a driving force on the cable car vehicles 3 for their movement. The haul rope 5 can, for example, run between the two track ropes 4A, 4B when viewed transversely to the direction of movement B. In the vertical direction, the haul rope 5 can, for example, run below the track ropes 4A, 4B. The haul rope 5 is usually designed as an endless rope and is deflected within the end stations 2A, 2B at one or more suitable deflection devices, e.g., pulleys 16. In a known manner, a drive device (not shown), for example, an electric machine, is provided in at least one cable car station 2A, 2B, which serves to generate a driving force on the traction rope 5.The drive device can, for example, drive the pulley 16 and can be controlled by a suitable control device (not shown). The movement of the cable car vehicles 3 can thus be controlled via the control device. The illustration in . Fig.1 This is of course only schematic and in practice a different cable routing for the conveyor rope 5 and the support ropes 4A, 4B could of course be provided.

[0031] Furthermore, at least one (in) cable car vehicle 3 has Fig.1 (Only indicated) operable rope clamp 10 is provided, with which the cable car vehicle 3 can be detachably coupled to the haul rope 5 (for details see Fig.2A The rope clamp 10 can be opened by a suitable actuating device located in the cable car stations 2A and 2B. During travel between the cable car stations 2A and 2B, the rope clamp 10 is closed, thus ensuring a positive connection between the haul rope 5 and the cable car 3. Within the cable car stations 2A and 2B, particularly in an entry area EB of the cable car station 2A or 2B, the rope clamp 10 can be opened to decouple the cable car 3 from the haul rope 5. This interrupts the power transmission, allowing the cable car 3 to move within the respective cable car station 2A or 2B at a reduced speed (relative to the speed of the haul rope 5) up to an exit area AB.

[0032] This applies both to terminal stations where the entry and exit areas are in different directions of travel FR1, FR2, and to intermediate stations where the entry and exit areas are in the same direction of travel FR1, FR2. In the exit area AB, the cable car 3 can accelerate back to the speed of the haul rope 5, and the rope clamp 10 can be closed again to couple the cable car to the haul rope 5 and restore power transmission. A suitable auxiliary drive is generally provided to power the cable car 3 within the cable car station 2A, 2B. The auxiliary drive can, for example, be (in Fig.1 (not shown) driven friction wheels 17 which interact with friction linings 18 of the cable car vehicle 3 (see Fig.2A Such auxiliary drives are known, which is why they will not be discussed in more detail here.

[0033] Within the cable car station 2A, 2B, the running gear 6 of the cable car vehicles 3 can be guided on suitable guide rails 19A, 19B, which connect the track cables 4A, 4B of one direction of travel FR1 with the track cables 4A, 4B of the opposite direction of travel FR2. The guide rails 19A, 19B thus form a track within the cable car station 2A, 2B and, in effect, replace the track cables 2A, 2B within the station. The guide rails 19A, 19B preferably each have a guide section with a cylindrical guide surface that essentially corresponds to the shape of the track cables 4A, 4B. Such guide rails 19A, 19B can also be provided in intermediate stations to connect the track cables 4A, 4B of the same direction of travel FR1, FR2. This allows the use of shorter track cables 4A, 4B. However, the support cables 4A and 4B could also, in principle, run through an intermediate station to the final station.The three-cable gondola lift may of course also include other (not shown) devices, such as tensioning devices for the support cables 4A, 4A and / or for the haul rope 5, safety devices, etc. However, since the structure and function of a three-cable gondola lift are generally known, further details that are not relevant to the invention are omitted here.

[0034] According to the invention, a (in Fig.1 A handlebar 11 (schematically indicated) is provided, and a handlebar guidance device 12 is provided in each of the cable car stations 2A and 2B. For the sake of simplicity, the actuating device for the rope clamp 10 and the handlebar guidance device 12 are shown in Fig.1 The diagram is shown only for the first cable car station 2A. Preferably, the second cable car station 2B also has an actuating device and a guide linkage in an analogous manner. The guide linkage 12 is designed to interact with the guide link 11 during the movement of the cable car 3 to generate a deflection force F acting on the cable car 3, by which the cable clamp 10 of the cable car 3 can be pivoted transversely to the direction of movement B of the cable car 3 at a defined deflection angle α about a rotation axis first DA1.

[0035] The steering device 12 is arranged relative to the actuating device 15 in the cable car station 2A such that the generation of the deflection force F occurs in a defined temporal relationship to the actuation of the rope clamp 10. This temporal relationship depends, firstly, on whether the pivoting takes place in the entry area EB or in the exit area Ab of the cable car station 2A. Secondly, the temporal relationship also depends on the design of the cable car, in particular on the direction of movement of the cable car vehicles 3 within the cable car station 2A when decoupled from the haul rope 5, and on the path of the haul rope 5.

[0036] In the illustrated example, the actuating device 15 of the first cable car station 2A has a stationary first actuating guide rail 15A, which is arranged in the entry area EB of the cable car station 2A and extends over a defined length in the direction of movement B of the cable car 3. The first actuating guide rail 15A is designed to interact with the actuating lever 14 of the rope clamp 10 during the movement of the cable car 3 to generate an actuating force that opens the rope clamp 10. The linkage guide device 12 of the first cable car station 2A has a stationary first linkage guide rail 12A, which is arranged in the entry area EB and extends over a defined length in the direction of movement of the cable car 3.The first actuating guide rail 15A and the first linkage guide rail 12A are arranged relative to each other such that the generation of the deflection force F takes place during or after the opening of the rope clamp 10.

[0037] Furthermore, in the illustrated example, the actuating device 15 has a stationary second actuating guide rail 15B, which is arranged in an exit area AB of the cable car station 2A and extends over a defined length in the direction of movement B of the cable car 3. The second actuating guide rail 15B is in turn designed to interact with the actuating lever 14 of the rope clamp 10 during the movement of the cable car 3 to generate an actuating force for opening the rope clamp 10. Furthermore, the linkage guide device 12 has a stationary second linkage guide rail 12B, which is arranged in the exit area AB of the cable car station 2A and extends over a defined length in the direction of movement of the cable car 3.The second actuating guide rail 15B and the second linkage guide rail 12B are arranged relative to each other such that the generation of the deflection force F takes place during or after the opening of the rope clamp 10.

[0038] Upon entering cable car station 2A, the rope clamp 10 is initially opened by the first actuating guide rail 15A and held in an open position. Furthermore, the rope clamp 10 is pivoted by the deflection force F acting on the linkage 11, allowing it to be lifted from the haul rope 5 without contact. The actuating lever 14 at the end of the first actuating guide rail 15A is then released, and the rope clamp 10 closes due to the pretensioning force of the pretensioning device. Similarly, the linkage 11 at the end of the first linkage guide rail 12A is relieved of its load, causing the rope clamp 10 to pivot back into its initial position.

[0039] When the cable car 3 moves into the area of ​​the second actuating guide rail 15B, the actuating lever 14 is actuated by the second actuating guide rail 15B to reopen the cable clamp 10. Simultaneously, the cable clamp 10 is pivoted again by a deflection angle α due to the deflection force F acting on the link 11 from the second link guide rail 12B, so that the cable clamp 10 can be applied to the haul rope 5 without contact. The actuating lever 14 is then released at the end of the first actuating guide rail 15A, and the cable clamp 10 closes due to the pretensioning force of the pretensioning device, thus re-coupled the cable car 3 to the haul rope 5. Similarly, the link 11 at the end of the first link guide rail 12B is relieved of its load, causing the cable clamp 10 to pivot back to its initial position.

[0040] Between the end of the first actuating guide rail 15A and the beginning of the second actuating guide rail 15B, the rope clamp 10 is in the closed position, and the cable car 3, or rather the rope clamp 10, is also back in its neutral, un-displaced position. In principle, the first actuating guide rail 15A and the second actuating guide rail 15B could also be designed as a single, common rail, the path of which is selected according to the desired opening and closing times of the rope clamp 10. The rope clamp 10 could therefore, in principle, be held permanently in the open position between the entry area EB and the exit area AB. However, for energy efficiency reasons, it is advantageous if the rope clamp 10 is closed intermittently.

[0041] When the cable car 3 moves into the area of ​​the second actuating guide rail 15B, the actuating lever 14 is actuated by the second actuating guide rail 15B to reopen the cable clamp 10. Similarly, the first and second guide rails 12A, 12B could also be designed as a single common rail, the path of which is selected according to the desired deflection times of the cable clamp 10. The cable clamp 10 could thus, in principle, be held permanently in the pivoted position between the entry area EB and the exit area AB. However, for energy efficiency reasons, it is also advantageous here if the guide rail 11 is temporarily relieved of its load.

[0042] For example, the direction of movement B of the cable car 3 and the course of the haul rope 5 in the entry area EB of the cable car station 2A can diverge vertically from the first actuating guide rail 15A, in that the haul rope 5 runs downwards relative to the direction of movement B, as in Fig.3 The deflection angle α and the moment of pivoting of the rope clamp 10 are preferably determined by the first guide rail 12A such that, after opening by the first actuating guide rail 15A, the rope clamp 10 is lifted vertically without contact from the haul rope 5 (due to the diverging path). Similarly, the direction of movement of the cable car 3 and the path of the haul rope 5 can converge vertically in the exit area AB of the cable car station up to the second actuating guide rail 15B. The deflection angle α and the moment of deflection of the rope clamp 10 are then preferably determined by the second guide rail 12B such that, after opening by the second actuating guide rail 15B, the rope clamp 10 is again vertically and without contact with the haul rope 5 (due to the converging path).

[0043] The term "contactless" here means that, when the clamping jaws of the rope clamp 10 are applied to the conveyor rope 5, they do not collide with the rope 5 until the clamp 10 closes, nor do they collide with the rope 5 when the clamp 10 is lifted from it after opening, as will be explained in more detail below. Depending on the design of the rope clamp 10, the deflection angle α can be, for example, at least 0.3°, at least 0.5°, or at least 0.8°.

[0044] The stationary actuating guide rails 15A, 15B can each be designed, for example, as mechanical positive guides, such as a so-called cam guide, which receives and guides the actuating lever 14. The path of the cam guide is defined such that an actuating force is exerted on the actuating lever 14, which opens the movable clamping jaw 10B against the preload force of the preloading device (here the coil springs S). The stationary actuating guide rails 15A, 15B can be attached to a suitable structure within the cable car station 2A, 2B. The linkage guide rails 12A, 12B of the linkage guide device can, for example, be designed analogously to the actuating guide rails 15A, 15B as mechanical positive guides, in particular as cam guides.The guide rails 12A, 12B can in turn be attached to a suitable fixed structure of the respective cable car station 2A, 2B, for example to a frame 20, as in . Fig.2A as indicated.

[0045] To make the swiveling motion as comfortable as possible for the passengers, it is advantageous if a guide track is provided on the stationary handlebar guidance device 12, in particular on the first and / or the second handlebar guide rail 12A, 12B, along which the handlebar 11 is guided in the direction of movement to generate the deflection force F, and if the guide track is curved. It is particularly advantageous if the guide track has a curve with a continuous curvature profile, preferably with G1 continuity or G2 continuity. This avoids sudden acceleration jumps, making the swiveling motion barely perceptible to the passengers. The curve's shape in the vertical direction is defined such that a sufficiently large deflection angle α of the cable clamp 10 is achieved.

[0046] In Fig.2A In an advantageous embodiment of the invention, a cable car vehicle 3 in a three-cable gondola lift is shown in an entry area EB of a cable car station 2A in a view from behind in the direction of movement B. Fig.3 The cable car vehicle 3 is shown. Fig.2A The cable car 3 is shown in a side view from the left. Only an upper portion of the cable car is depicted, as the lower portion is not essential to the invention. The cable car 3 has a running gear 6 on which a number of first cable pulleys S1 are arranged one behind the other in the direction of movement B, and a number of second cable pulleys S2 are arranged one behind the other in the direction of movement B, spaced apart from them in the transverse direction Q. As shown in Fig.3 As shown, for example, four first rope pulleys S1 and four (in Fig.3 A second (and not visible) rope pulley S2 is provided behind the first. The rope pulleys S1 and S2 are rotatably mounted on the carriage 6 in a suitable manner. Within the cable car station 2A and 2B, the rope pulleys S1 and S2 are guided on the guide rails 19A and 19B and roll on them. The guide rails 19A and 19B can, for example, be arranged on a suitable stationary frame 20, which can be attached to a supporting structure of the cable car station 2A, as shown in Fig.2A as indicated.

[0047] The cable car vehicle 3 further comprises a suspension 7 and a suspension support 8, wherein a lower section 7A of the suspension 7 is connected to the transport body 9 and an upper section 7B of the suspension 7 is connected to the suspension support 8.

[0048] Preferably, the suspension 7 is pivotably attached to the suspension support 8 relative to the suspension support 8 in order to allow a certain pendulum motion in the direction of movement B during travel. The suspension 7 can, for example, be pivotable about a second axis of rotation DA2 relative to the suspension support 8, which extends transversely to the direction of movement B.

[0049] For easier presentation, in Fig.2A The suspension 7 is shown interrupted in the middle area, and the lower section of the transport body 9 is not shown. Fig.3 The transport unit 9 is not shown. The suspension support 8 is connected to the running gear 6, and at least one operable rope clamp 10 is provided on the suspension support 8 for releasably coupling the cable car 3 to the haul rope 5, which serves as the traction rope in the case of the three-rope gondola lift. The haul rope 5 can, for example, be guided within the cable car station 2A by suitable third pulleys S3. The third pulleys S3 can be rotatably mounted on a suitable fixed structure of the cable car station 2A, as shown in Fig.2A as indicated by the schematic fixed bearing. In the illustrated example, the rope clamp 10 has a fixed clamping jaw 10A and a clamping jaw 10B that is movable relative to it, between which the conveyor rope 5 can be clamped. The movable clamping jaw 10B is pre-tensioned in the closed state by a suitable pre-tensioning device, which may, for example, comprise a number of mechanical springs, preferably coil springs. Fig.3 For example, four coil springs S are shown schematically.

[0050] Furthermore, the rope clamp 10 has at least one actuating lever 14, which is operated by the (in Fig.2A (not shown) actuating device, e.g., the first actuating guide rail 15A, of the cable car station 2A, 2B, is actuated to open the movable clamping jaw 10B against the pretensioning force of the pretensioning device. On the cable car vehicle 3 shown, according to Fig.3 Two actuating levers 14 are provided as an example. A rotatable actuating roller 14A can also be provided at the free end of the actuating lever 14, which interacts with the actuating guide rail 15A to generate the actuating force.

[0051] After the rope clamp 10 is opened, the cable car 3 is decoupled from the haul rope 5 and the movement of the cable car 3 along the guide rails 19A, 19B can occur in a different direction than the path of the haul rope 5, for example in a horizontal plane of movement BE, as shown in Fig.3 This is indicated. While the movement of the cable car 3 within the cable car station 2A, 2B along the guide rails 19A, 19B can, for example, take place in the horizontal plane of motion BE, the haul rope 5 can have a diverging course and, for example, run downwards at an angle β relative to the plane of motion BE, as shown in Fig.3 as indicated. Similarly, the direction of movement of the cable car 3 and the path of the haul rope 5 can converge again in the exit area AB of the cable car station 2A. For example, the haul rope 5 can run upwards at an angle β relative to the plane of movement BE and in the area of ​​the second actuating guide rail 15B (see Fig.1 ) converge with the plane of motion BE.

[0052] A central point P1 is provided on the rope clamp 10, through which a longitudinal axis of the haul rope 5 runs when the rope clamp 10 is coupled to the haul rope 5. This condition exists, for example, when the cable car 3 is in a position at the beginning of the entry area EB of the cable car station 2A, as shown in Fig.3 The position POS-A is indicated by the dashed line. This position refers to the center of the cable car 3 in the area of ​​the suspension 7, viewed in the direction of movement B. The state of the cable clamp 10 in position POS-A is shown in enlarged detail A. It can be seen that the cable clamp 10 is still closed, with the haul rope 5 clamped between the fixed clamping jaw 10A and the movable clamping jaw 10B. The same state naturally exists after the cable clamp 10 has been closed again in the exit area AB of the cable car station 2A.

[0053] As the cable car 3 continues to move in direction B, the cable clamp 10 is opened by exerting an actuating force from the first stationary actuating guide rail 15A on the actuating lever 14 of the cable clamp 10. When the cable clamp 10 is, for example, in position POS-B in Fig.3 When the clamp is opened and the haul rope 5 begins to run downwards at an angle β relative to the plane of motion BE, the central point P1 of the rope clamp and the longitudinal axis of the haul rope 5 diverge vertically, depending on the angle β. As can be seen in Detail A, the fixed clamping jaw 10A rests against the haul rope 5 in the closed position and partially encloses the underside of the haul rope 5. A free end section E1 of the fixed clamping jaw 10A and the haul rope 5 therefore overlap vertically. Since the fixed clamping jaw 10A remains in contact with the haul rope 5 even after the clamp 10 is opened, it is not readily possible to separate the clamp 10 from the haul rope 5 vertically without a collision between the free end section E1 and the haul rope 5.

[0054] As described at the beginning, this problem was previously solved by shifting the entire cable car 3 a certain distance laterally Q after the cable clamp 10 was opened. The offset was chosen such that the free end section E1 of the fixed clamping jaw 10A was sufficiently far from the haul rope 5 in the transverse direction Q, allowing the cable clamp 10 to be lifted from the haul rope 5 essentially without contact in the entry area EB and to be reattached to the haul rope 5 essentially without contact in the exit area. However, this resulted in noticeable impacts on the transport body 9, which were unpleasantly perceptible to passengers.

[0055] To prevent this, the invention provides that the rope clamp 10 is pivoted about the first axis of rotation DA1, as already described in detail. In the illustrated example of the three-cable gondola lift, this is the running gear 6 with at least one joint G pivotally connected to the suspension support 8, the joint G forming the first axis of rotation DA1. The link 11 is designed as a substantially rigid link 11, which here is formed as part of the suspension support 8. By pivoting the suspension support 8, the rope clamp 10, which is also arranged on the suspension support 8, is simultaneously pivoted, as will be explained in more detail below. Due to the illustrated arrangement of the link 11, the link guidance device 12 can advantageously be arranged in an upper area of ​​the cable car station 2A, which is inaccessible to unauthorized persons.In principle, however, it would also be conceivable to arrange the driver 11 at another suitable point on the cable car vehicle 3, for example on the suspension 7 or on the transport body 9.

[0056] As in Fig.2A As shown, at least one joint G, viewed transversely to the direction of movement B, is preferably arranged between the first pulleys S1 and the second pulleys S2. The first pulleys S1 contact the first stationary guide rail 19A at a first contact point, and the second pulleys S2 contact the second stationary guide rail 19B at a second contact point. Here, the joint G is located vertically at the same height as the first and second contact points. Alternatively, the joint G could also be located above or below the first and / or second contact points. The cable clamp 10 is arranged vertically below the joint G, and the first pulleys S1 lie transversely to the direction of movement B between the linkage 11 and the joint G.In principle, however, a different arrangement of the handlebar 11 and the interacting handlebar guide rail 12A, 12B would of course also be conceivable, which are suitable for pivoting the rope clamp 10.

[0057] Furthermore, the handlebar guidance device 12 in the illustrated example is designed such that the deflection force F acts on the handlebar 11 from below, as shown in Fig.2A as indicated by the arrow. This makes it possible for the suspension support 8, with the attached suspension 7 and conveying body 9, to be deflected at an angle α in the transverse direction Q. The angle of deflection α is set such that the rope clamp 10 can be moved relative to the haul rope 5, particularly in the vertical direction, without the clamping jaws 10A, 10B touching the haul rope 5, as already described. As in Fig.2A As further shown, the guide 11 is arranged above the actuating lever 14 of the rope clamp 10 on the suspension support 8. However, the illustrated arrangement of the guide 11 and the actuating lever 14 is only an example and depends on the specific design of the cable car and the cable car vehicle.

[0058] The first axis of rotation DA1 formed by the joint G preferably runs parallel to the direction of movement B, so that the suspension support 8 can be pivoted about the first axis of rotation DA1 relative to the running gear 6 by the deflection force F. Generally, the link 11 preferably has a free link end at which a force application point P2 is provided. This force application point is designed to interact with the stationary link guidance device 12 of the cable car station 2A to generate the deflection force F. A rotatable pulley 13 can be arranged at the free link end of the link 11, with the force application point P2 located at the rotatable pulley 13. This applies regardless of the cable car design, i.e., also to single-cable and double-cable gondola lifts.In the illustrated cable car vehicle 3 of the three-cable gondola lift, the cable clamp 10 is preferably arranged below the at least one joint G and the number of first cable rollers S1 is arranged in the transverse direction Q between the link 11 and the at least one joint G.

[0059] In Fig.2B A mechanical substitute system for the cable car vehicle 3 is shown to illustrate the deflection of the suspension girder 8. The first axis of rotation DA1 formed by the joint G, the central point P1 of the cable clamp 10, and the point of force application P2 of the link 11 are shown. The point of force application P2 is spaced a distance L1 from the first axis of rotation DA1 of the joint G. It is advantageous if the distance L1 is at least 400 mm, preferably at least 700 mm, particularly preferably at least 800 mm, and especially 900 mm. The central point P1 of the cable clamp is spaced a distance L2 from the first axis of rotation DA1 of the joint G. The distance L2 can, for example, be at least 300 mm, preferably at least 500 mm, particularly preferably at least 700 mm, and especially 720 mm. The clamping distance L2 here refers to the distance in the vertical direction in the non-displaced state of the cable car vehicle 3.

[0060] When the deflection force F, here from below, acts on the force application point P2 of the link 11, a torque is generated, depending on the lever arm distance L1. This torque causes the suspension bracket 8 to rotate about the first axis of rotation DA1 at a deflection angle α. Depending on the design of the linkage guide 12, the link 11, and thus the force application point P2, is displaced vertically upwards by a distance Y to the shifted force application point P2'. Due to the rotation about the first axis of rotation DA1, the lever arm distance L1 increases slightly to L1'.

[0061] Due to the arrangement of the control arm 11 and the cable clamp 10 on the suspension support 8, the cable clamp 10, and consequently its central point P1, are also displaced horizontally by a horizontal distance X to the displaced central point P1'. Due to the rotation about the first axis of rotation DA1, the clamping distance L2 decreases to L2'. The magnitude of the deflection angle α and the horizontal distance X depend essentially on the design of the cable car 3 and can vary. In a preferred embodiment, the lever arm distance L1 is, for example, 920 mm and the clamping distance L2 is 720 mm. With a vertical distance Y of, for example, 12.5 mm, this results in a deflection angle α = 0.8° and a horizontal distance X = 10 mm.

[0062] The state of the rope clamp 10 after deflection is in Fig.3 This is shown in detail B. The cable car 3 is located in the position POS-C shown, where the position refers to the center of the cable car 3 in the area of ​​the suspension 7. The same can, of course, apply to a position of the cable car 3 in the exit area AB before the cable clamp 10 is closed. It can be seen that the displaced cable clamp center point P1 is spaced in the transverse direction Q by the horizontal distance X from the longitudinal axis of the haul rope 5, where the horizontal distance X is, for example, X = 10 mm.

[0063] Under the geometric conditions mentioned above, a distance X1 can be achieved in the transverse direction Q between the free end section E1 of the stationary clamping jaw 10A of the rope clamp 10 and the conveyor rope 5, which is, for example, X1 = 3.5 mm. A distance X2 between the free end section E2 of the movable clamping jaw 10B of the rope clamp 10 and the conveyor rope 5 in the transverse direction Q is, for example, X2 = 3 mm. As can be seen in Detail B, the rope clamp 10 can thus be lifted vertically from the conveyor rope 5 without the clamping jaws 10A, 10B touching the haul rope 5. In general, it is advantageous if the distance X1 and the distance X2 are at least 1 mm, preferably at least 2 mm, and particularly preferably at least 3 mm.

[0064] Even if the deflection of the cable car vehicle 3 according to the invention in Fig.3 As shown using the entry area EB, the deflection can, of course, also be carried out in an analogous manner in the exit area AB of a cable car station 2A. Position POS-C corresponds to the position of the cable car 3 before the cable clamp 10 closes, and position POS-A corresponds to the position of the cable car 3 after the cable clamp 10 closes. For example, the cable car 3 could be deflected in the entry area EB as described in order to remove the cable clamp 10 from the haul rope 5 without contact. Afterwards, the cable clamp 10 could be pivoted back to its initial position (e.g., by a corresponding arrangement and design of the first guide rail 12A) and closed (e.g., by a corresponding arrangement and design of the first actuating guide rail 15A).

[0065] The cable car 3 could then be moved to the exit area AB. In the exit area AB, the cable clamp 10 can first be opened again (e.g., by appropriate arrangement and design of the second actuating guide rail 15B) and pivoted at a deflection angle α (e.g., by appropriate arrangement and design of the second guide rail 12B). The opened cable clamp 10 can then be placed against the haul rope 5 without contact, and the cable clamp 10 can be pivoted back to its initial position and closed (e.g., by appropriate arrangement of the second guide rail 12A relative to the second actuating guide rail 15B). The timing can be determined by the relative arrangement such that the deflection of the cable clamp 10 occurs during or after the opening of the cable clamp 10.

[0066] Alternatively, the cable car 3 could also be moved from the entry area EB to the exit area AB with the cable clamp 10 deflected and / or with the cable clamp 10 open. In this case, a continuous guide rail 12 and actuating device 15 between the entry area EB and the exit area AB would be required.

[0067] In Fig.4 A cable car 3 in a single-cable gondola lift is shown in an entry area EB of a cable car station 2A, viewed from behind in the direction of travel B. The representation is essentially analogous to that in Fig.2A Again, only an upper section of the cable car vehicle 3 is shown, as the lower section is not essential to the invention. The cable car vehicle 3 again has a suspension support 8 to which a suspension 7 is attached, preferably pivotable about a second axis of rotation DA2. Since, in the single-cable gondola lift, the haul rope 5 functions as both a carrying rope and a traction rope, the cable car vehicle 3, in contrast to the cable car vehicle 3 according to Fig.2A No separate drive unit 6 with rope pulleys S1, S2 is provided. A fixed guide rail 19 is provided in the cable car station 2A, 2B, along which the at least one cable car 3 can be moved through the cable car station 2A, 2B in a state decoupled from the haul rope 5. A number of rotatably mounted guide rollers 21 are arranged on the cable car 3, in particular on the suspension support 8, which roll on the guide rail 19. The first axis of rotation DA1, about which the rope clamp 10 can pivot, is formed here by a contact K1 of the guide rollers 21 on the guide rail 19.

[0068] A guide bar 11 is arranged on the cable car vehicle 3, and the first guide bar guide rail 12A of the guide bar guidance device 12 is provided on a frame 20 within the cable car station 2A. As already described in detail, the guide bar guide rail 12A and the guide bar 11 work together to exert a deflection force F on the cable car vehicle 3, which allows the rope clamp 10 to be pivoted at a deflection angle α about the first axis of rotation DA1, here the contact K1, in order to release the rope clamp 10 from the haul rope 5 without contact in the entry area AB and to reattach it to the haul rope 5 without contact in the exit area AB.

[0069] The handlebar 11 is also arranged on the suspension bracket 8, but could of course also be located at another suitable point. A rotatable roller 13 is provided at the free end of the handlebar 11, where the second force application point P2 is located. The roller 13 interacts with the handlebar guide rail 12A to generate the deflection force F, which in this case acts from below on the force application point P2. The actuating lever 14 of the cable clamp 10 is arranged vertically above the handlebar 11. Its function is analogous to that already described above. Fig.1 bis Fig.3 has been described. To avoid repetition, reference is made to the above explanations, which also apply analogously to the single-cable gondola lift.

[0070] In Fig.5 Finally, a cable car 3 in a double-cable gondola lift is shown in an entry area EB of a cable car station 2A in a rear view in the direction of travel B. The representation is essentially analogous to that in Fig.2A Again, only an upper section of the cable car vehicle 3 is shown, as the lower section is not essential to the invention. In a double-cable circulating cable car, the haul rope 5 is designed as a traction rope, and a track rope is provided. The cable car vehicle 3 again has a suspension support 8 to which a suspension 7, preferably pivotable about a second axis of rotation DA2, is attached.

[0071] A running gear 6 is provided on the cable car 3, in particular on the suspension girder 8, on which a number of cable pulleys S1 are arranged one behind the other in the direction of travel. The cable pulleys S1 are designed to roll along the track rope 4 during free travel. A stationary guide rail 19 is provided in the cable car station 2A, along which the cable car 3 can be moved through the cable car station 2A by means of the cable pulleys S1 in a state decoupled from the haul rope 5. The first axis of rotation DA1, about which the rope clamp 10 can pivot, can be formed, for example, by a contact K2 of the cable pulleys S1 on the guide rail 19. The cable pulleys S1 can have a concave running surface and the guide rail 19 can have a correspondingly complementary convex contact surface, which is, for example, modeled on the shape of the track rope.In this case, the first axis of rotation DA1 does not have to be formed by the contact K2, but can, for example, be formed by a center point M of an essentially cylindrical section of the guide rail 19, which forms the contact surface.

[0072] A guide bar 11 is arranged on the cable car vehicle 3, and the first guide bar guide rail 12A of the guide bar guide device 12 is provided on a frame 20 within the cable car station 2A. As already described in detail, the guide bar guide rail 12A and the guide bar 11 work together to exert a deflection force F on the cable car vehicle 3, which allows the rope clamp 10 to be pivoted at a deflection angle α about the first axis of rotation DA1, here the contact K2, in order to release the rope clamp 10 from the haul rope 5 without contact in the entry area AB and to reattach it to the haul rope 5 without contact in the exit area AB.

[0073] The link 11 is also arranged on the suspension bracket 8, but could of course also be located at another suitable point. A rotatable roller 13 is provided at the free end of the link 11, where the second force application point P2 is located. The roller 13 interacts with the link guide rail 12A to generate the deflection force F, which in turn acts from below on the force application point P2. Similar to in Fig.2A The actuating lever 14 of the cable clamp 10 is also arranged vertically below the handlebar 11. Its function is analogous to that already described above. Fig.1 bis Fig.3 As described above, to avoid repetition, reference is made here again to the above explanations, which also apply analogously to the single-cable gondola lift.

Claims

1. A circular cableway (1) comprising at least two cableway stations (2A, 2B) and at least one cableway vehicle (3), which is moveable in a circulating movement between the cableway stations by a haul cable (5), wherein the at least one cableway vehicle (3) comprises at least on cable clamp (10) for releasably coupling the cableway vehicle (3) to the haul cable (5), and wherein an actuating device (15) for actuating the cable clamp (10) is provided in at least one cableway station (2A, 2B), wherein a control arm (11) is provided is provided on the cableway vehicle (3), wherein a control arm guide device (12) is provided in the at least one cableway station (2A), which control guide device (12) is configured to interact with the control arm (11) during movement during movement of the cableway vehicle (3) to generate a deflection force (F), and wherein the control arm guide device (12) is arranged relative to the actuating device (15) such that the deflection force (F) is generated in a defined temporal relation to the actuation of the cable clamp (10), characterized in, that the cable clamp (10) of the cableway vehicle (3) is pivotable transversely to the direction of movement (B) of the cableway vehicle (3) at a fixed deflection angle (α) about a first axis of rotation (DA1) by the deflection force (F).

2. The circular cableway (1) according to claim 1, characterized in that the actuating device (15) comprises a stationary first actuating guide rail (15A), which is arranged in an entry area (EB) of the cableway station (2A), and which is configured to interact with an actuating lever (14) of the at least one cable clamp (10) during movement of the cableway vehicle (3) to generate an actuating force for opening the at least one cable clamp (10), in that the control guide device (12) comprises a stationary first control guide rail (12A) which is arranged in the entry area (EB) of the cableway station (2A), and in that the first actuating guide rail (15A) and the first control guide rail (12A) are arranged relative to one another such that the at least one cable clamp (10) is pivoted while or after opening the at least one cable clamp (10), and / or in that the actuating device (15) comprises a stationary second actuating guide rail (15B) which is arranged in an exit area (AB) of the cableway station (2A), and which is configured to interact with an actuating lever (14) of the at least one cable clamp (10) during movement of the cableway vehicle (3) to generate an actuating force for opening the at least one cable clamp (10), in that the control guide device (12) comprises a stationary second control guide rail (12B) which is arranged in the exit area (AB) of the cableway station (2A), and in that the second actuating guide rail (15B) and the second control guide rail (12B) are arranged relative to one another such that the at least one cable clamp (10) is pivoted while or after opening the at least one cable clamp (10).

3. The circular cableway (1) according to claim 2, characterized in that a direction of movement (B) of the cableway vehicle (3) and a course of the haul cable (5) in the entry area (EB) of the cableway station (2A) diverge starting from the first actuating guide rail (15A) in the vertical direction, and in that the deflection angle (α) is defined by the first control guide rail (12A) such that the at least one cable clamp (10) can be lifted from the haul cable (5) in a contactless manner in the vertical direction after opening by the first actuating guide rail (15A) and / or in that a direction of movement (B) of the cableway vehicle (3) and a course of the haul cable (5) in the exit area (AB) of the cableway station (2A) converge up to the second actuating guide rail (15B) in the vertical direction, and in that the deflection angle (α) is defined by the second control guide rail (12B) such that the at least one cable clamp (10) can be joined to the haul cable (5) in a contactless manner in the vertical direction after opening by the second actuating guide rail (15B).

4. The circular cableway (1) according to claim 3, characterized in that the at least one cable clamp (10) comprises a fixed clamp jaw (10A) and a clamp jaw (10B), which is movable relative thereto, between which the haul cable (5) can be clamped, wherein at least the fixed clamp jaw (10A) is configured to partially enclose the haul cable (5) when coupled to the haul cable (5), so that a free end portion (E1) of the fixed clamp jaw (10A) is located on an underside of the haul cable (5), and in that the deflection angle (α) is defined such that the at least one cable clamp (10) can be lifted from the haul cable (5) and / or can be joined to the haul cable (5) without the free end portion (E1) touching the haul cable (5), wherein the deflection angle (α) is preferably at least 0.3°, particularly preferably at least 0.5°, in particular preferably at least 0.8°.

5. The circular cableway (1) according to claim 4, characterized in that the deflection angle (α) is defined such that a distance (X1) between the free end portion (E1) of the fixed clamp jaw (10A) and the haul cable (5) is at least 1 mm, preferably at least 2 mm, particularly preferably at least 3 mm, in a transverse direction (Q) extending transversely to the direction of movement (B) after pivoting of the at least one cable clamp (10), and / or in that the deflection angle (α) is defined such that a distance (X2) between a free end portion (E2) of the movable clamp jaw (10B) and the haul cable (5) in the transverse direction (Q) after pivoting the at least one cable clamp (10) is at least 1 mm, preferably at least 2 mm, particularly preferably at least 3 mm.

6. The circular cableway (1) according to any of claims 1 to 5, characterized in that the cableway vehicle (3) comprises a transport body (9) for accommodating passengers, a hanger support (8), and a hanger (7), wherein an upper portion (7B) of the hanger (7) is connected to the hanger support (8), wherein the hanger (7) is preferably fastened to the hanger support (8) such that it is pivotable relative to the hanger support (8), preferably about a second axis of rotation (DA2) extending transversely to the direction of movement (B), and a lower portion of the hanger (7) is connected to the transport body (9), in that the at least one cable clamp (10) is arranged on the hanger support (8), and in that the control arm (11) is arranged on the hanger support (8), on the hanger (7), or on the transport body (9).

7. The circular cableway (1) according to any of claims 1 to 6, characterized in that a cable clamp center point (P1) is provided on the at least one cable clamp (10), through which cable clamp center point (P1) a longitudinal axis of the haul cable (5) runs when the cable clamp (10) is coupled to the haul cable (5), and in that the cable clamp center point (P1) is spaced apart from the first axis of rotation (DA1) by a clamping distance (L2), which is preferably at least 100 mm, more preferably at least 300 mm, particularly preferably at least 700 mm, in particular at least 720 mm.

8. The circular cableway (1) according to any of claims 1 to 7, characterized in that the control arm (11) comprises a free control end, wherein a force application point (P2) is provided at the free control end, which is configured to interact with the control arm guide device (12) for generating the deflection force (F), and in that the force application point (P2) is spaced apart from the first axis of rotation (DA1) by a lever arm distance (L1), which is preferably at least 400 mm, further preferably at least 700 mm, particularly preferably at least 800 mm, in particular at least 900 mm, wherein a rotatable roller (13) is arranged preferably at the free control end of the control arm (11) and the force application point (P2) is at the rotatable roller (13).

9. The circular cableway (1) according to any of claims 1 to 8, characterized in that a guide track is provided on the stationary control guide device (12), in particular on the first and / or on the second control guide rail (12A, 12B), along which guide track the control (11) is guided during movement of the cableway vehicle (3) to generate the deflection force (F), and in that the guide track is designed to be curved, wherein the guide track preferably has a curve with a continuous curvature profile, preferably with a G1 continuity or a G2 continuity..

10. The circular cableway (1) according to any of claims 1 to 9, characterized in that the circular cableway (1) can be designed as a monocable gondola lift, wherein the haul cable (5) is designed as a traction cable and at the same time as a support cable, in that a stationary guide rail (19) is provided in the at least one cableway station (2A), along which guide rail (19) the at least one cableway vehicle (3) is moveable through the cableway station (2A) when decoupled from the haul cable (5), wherein a number of guide rollers (21) are arranged on the cableway vehicle (3) to roll on the guide rail (19), and in that a contact (K1) of the guide rollers (21) on the guide rail (19) forms the first axis of rotation (DA1).

11. The circular cableway (1) according to any of claims 1 to 9, characterized in that the circular cableway (1) is designed as a bi-cable gondola lift, wherein the haul cable (5) is designed as a traction cable and a support cable (4) is provided, wherein a number of cable rollers (S1) arranged one behind the other in the direction of movement are arranged on the cableway vehicle (3), which cable rollers (S1) are designed to roll on the support cable (4), wherein a stationary guide rail (19) is provided in the at least one cableway station (2A), along which guide rail (19) the at least one cableway vehicle (3) is moveable through the cableway station (2A) by the cable rollers (S1) when decoupled from the traction cable, and in that a contact (K2) of the cable rollers (S1) on the guide rail (19) or a center point (M) of a guide portion of the guide rail (19) forms the first axis of rotation (DA1).

12. The circular cableway (1) according to any of claims 6 to 9, characterized in that the circular cableway (1) is designed as a tri-cable gondola lift, wherein the haul cable (5) is designed as a traction cable and two support cables (4A, 4B) are provided, wherein the at least one cableway vehicle (3) comprises a traveling gear (6), on which a number of first cable rollers (S1) arranged one behind the other in the direction of movement are arranged, which are configured to roll on a support cable (4A), and on which a number of second cable rollers (S2) arranged one behind the other in the direction of movement are arranged, which are configured to roll on the respective other support cable (4B), in that two stationary guide rails (19A, 19B) are provided in the at least one cableway station (2A, 2B), along which guide rails (19A, 19B) the at least one cableway vehicle (3) is moveable through the cableway station by the first and second cable rollers (S1, S2) when in a state decoupled from the traction cable, and in that the traveling gear (6) is pin-jointed to the hanger support (8) via a joint (G), wherein the joint (G) forms the first axis of rotation (DA1) and wherein the joint is preferably arranged between the number of first cable rollers (S1) and the number of second cable rollers (S2) transversely to the direction of movement (B).

13. The circular cableway (1) according to claim 12, characterized in that the number of first cable rollers (S1) contact the first stationary guide rail (19A) in a first contact point and the number of second cable rollers (S2) contact the second stationary guide rail (19B) in a second contact point, and in that, in the vertical direction, the joint (G) lies above, below or at the same height as the first and / or the second contact point.

14. The circular cableway (1) according to claim 12 or 13, characterized in that the at least one cable clamp (10) is arranged below the joint (G) in the vertical direction, and in that the number of first cable rollers (S1) are arranged transversely to the direction of movement (B) between the control (11) and the joint (G).

15. A method for operating a circular cableway (1) comprising at least one cableway vehicle (3), which is moveable in a circulating movement between at least two cableway stations (2A, 2B) by a haul cable (5), wherein the at least one cableway vehicle (3) comprises at least one cable clamp (10) for releasably coupling the cableway vehicle (3) to the haul cable (5), wherein the cableway vehicle (3) is moved into an entry area (EB) of a cableway station (2A), in which the cable clamp (10) is opened to decouple the cableway vehicle (5) from the haul cable (5), and in that during movement of the cableway vehicle (3), while or after opening the cable clamp (10), a deflection force (F) is generated due to an interaction of a control arm (11) with a control arm guide device (12) in the cableway station (2A), by which deflection force (f) the cable clamp (10) is pivoted transversely to the direction of movement (B) at a defined deflection angle (α) about a first axis of rotation (DA1), or wherein the cableway vehicle (3) is moved into an exit area (AB) of a cableway station (2A), in which the cable clamp (10) is opened by an actuating device (15) in the cableway station (2A), to couple the cableway vehicle (5) to the haul cable (5), and in that during movement of the cableway vehicle (3), while or after opening the cable clamp (10), a deflection force (F) is generated due to an interaction of a control arm (11) with a control arm guide device (12) in the cableway station (2A), by which deflection force (F) the cable clamp (10) is pivoted about a first axis of rotation (DA1) transversely to the direction of movement (B) at a defined deflection angle (α).

16. The method according to claim 15, characterized in that a direction of movement (B) of the cableway vehicle (3) and a course of the haul cable (5) in the entry area (EB) diverge in the vertical direction as from a region, in which the cable clamp (10) is opened, and in that the open cable clamp (10) in the pivoted state is lifted from the haul cable (5) in a contactless manner during movement of the cableway vehicle (3) in the vertical direction, and / or a direction of movement (B) of the cableway vehicle (3) and a course of the haul cable (5) in the exit area (AB) converge in the vertical direction up to a region, in which the cable clamp (10) is opened, and in that the open cable clamp (10) in the pivoted state is joined to the haul cable (5) in a contactless manner during movement of the cableway vehicle (3) in the vertical direction.

17. The method according to claim 16, characterized in that at least one fixed clamp jaw (10A) of the cable clamp (10) partially encloses the haul cable (5) when coupled to the haul cable (5), so that a free end portion (E1) of the fixed clamp jaw (10A) is located on an underside of the haul cable (5), and in that the deflection angle (α) is defined such that the open cable clamp (10) is lifted from the haul cable (5) or is joined to the haul cable (5) without the free end portion (E1) touching the haul cable (5), wherein the deflection angle (α) is preferably at least 0.3°, particularly preferably at least 0.5°, in particular preferably at least 0.8°.