Cableway with person detection device

Abstract

In order to increase the safety of persons (P) in a cable car (1) as simply and cost-effectively as possible, a detection device for detecting a person (P) is provided in the cable car (1), wherein at least one detection area (D1, D2) is defined in at least one of the cable car stations (2a, 2b), wherein the detection device has at least one sensor unit (10) which is arranged in the detection area (D1, D2) and wherein the at least one sensor unit (10) is configured to generate a sensor signal (X) or to interrupt a sensor signal (X) when a person (P) comes into contact with the sensor unit (10).

Description

[0001] The invention relates to a cable car with a number of cable car stations and a number of cable car vehicles that can be moved between the cable car stations by means of a haul rope, wherein a detection device for detecting a person is provided in the cable car, wherein at least one detection area is defined in at least one of the cable car stations, wherein the detection device has at least one sensor unit which is arranged in the detection area, and wherein the at least one sensor unit is configured to generate a sensor signal or to interrupt a sensor signal upon contact of a person with the sensor unit. The invention further relates to a method for operating a cable car.

[0002] Cable cars are commonly used in winter sports areas to transport people, especially skiers, between two cable car stations, for example, from a valley station to a mountain station. A fundamental distinction is made between gondola lifts and aerial tramways. Gondola lifts typically use a haul rope to move multiple cars in a continuous loop along a closed track between two or more stations. Aerial tramways, on the other hand, move the cars back and forth between two stations. Aerial tramway cars usually have a cabin with a capacity of, for example, twenty people or more. Gondola lifts are most often designed as chairlifts or gondola lifts.

[0003] Chairlifts consist of cabins with seats to accommodate a number of people, while gondola lifts consist of cabins with cabins to accommodate a number of people. The cabin capacity is generally greater than that of the chairs. Previously, chairs were mostly designed to accommodate two or four people. More recently, chairs with a capacity of six to eight people are increasingly used. At the first lift station, such as the valley station, there is usually a boarding area where people can board the chairs or cabins. At a second lift station, such as the mountain station, there is usually an alighting area where people can exit the chairs or cabins.Of course, a cable car station can also have both an entry area and an exit area, or a combined entry / exit area, which can be the case, for example, with aerial tramways or large gondola lifts.

[0004] In addition to chairlifts and gondola lifts, there are also so-called combination lifts, which combine the features of both. These use a number of gondolas in addition to the number of chairlifts. The different lift vehicles are moved in a specific sequence using the same haul rope, for example, three chairs followed by one gondola. With chairlifts, each station typically has only one boarding area and one disembarking area. However, depending on the station's location, either the boarding area (e.g., valley station) or the disembarking area (e.g., mountain station) is usually the primary area used.In the case of combined cable cars, the cable car stations each have an additional cabin entry area, cabin exit area or combined cabin entry / exit area for entering the cabins and / or for exiting the cabins.

[0005] Similar to the driverless operation of subways, there has recently been a growing effort to achieve a higher degree of automation in the cable car sector without compromising passenger safety. Until now, this has not been easily possible due to the available sensor and control technology, particularly in winter sports, where wintry weather conditions such as fog, snowfall, and icing are common. The often unwieldy winter sports equipment also poses a significant safety risk to passengers, making operation without personnel to intervene in emergencies difficult. Chairlifts typically have safety bars on the seats to reduce the risk of passengers falling.Once passengers have boarded the chairs at one cable car station, the safety bars can be closed as the chair departs the station. Before passengers disembark at the other cable car station, the safety bars can be opened again. This process was often manual, but recently it has become increasingly automatic.

[0006] Despite the safety bars, a certain residual risk remains that people may fall from the chair before reaching the disembarkation area, for example, because the safety bar is manually opened too early or due to its early automatic opening time, which is necessarily before the disembarkation area. Similarly, there is a certain risk that the safety bar may be manually closed too late after the boarding area or due to its automatic closing time, which is necessarily after the boarding area. Falls from a moving chairlift can result in serious injuries if a person hits the ground. Previously, the boarding and disembarkation areas were typically monitored visually (by sight) and audibly (by hearing) by the cable car staff. If it was detected that a person had fallen from a chair, the cable car was manually stopped.However, this is labor-intensive, which contradicts the pursuit of autonomous operation. Furthermore, the reliability of human monitoring is generally limited due to lack of attention, obstructed vision, or ambient noise.

[0007] The same applies to the cabin boarding area, cabin disembarkation area, or combined cabin boarding / disembarkation area of ​​cable cars. These areas typically include a platform from which passengers can board and disembark the cabins. Adjacent to the platform is usually a pit in which the cabins travel along the platform in one direction. The pit can be 50 cm deep or more. It is possible for people to accidentally fall into the pit between two cabins traveling in succession, which can lead to serious injuries, especially if the fall goes unnoticed and the system is not immediately stopped by the operating personnel.

[0008] US Patent 2021 / 0229713 A proposes using radar sensors to monitor certain areas of a chairlift station, for example, to detect vibrations of the chairlift vehicles, the position of the safety bars, to identify when people accidentally remain seated in the chair, or when people fall in the exit area and block others. However, radar detection requires relatively complex evaluation logic, and false detections can occur if the radar beam is interrupted by other objects, animals, or people.

[0009] German patent DE 28 22 841 A1 discloses a cable car system with a cable car station, wherein a plurality of rotatably mounted rollers are arranged successively in the direction of travel in an exit area of ​​the cable car station. The last roller arranged in the direction of travel is designed to generate a sensor signal, for example, if a person fails to board, in order to deactivate a drive of the cable car system. However, injuries can occur due to the rollers in the exit area if a person falls.

[0010] Therefore, one of the aims of the invention is to increase the safety of people in a cable car in the simplest and most cost-effective way possible.

[0011] The problem is solved according to the invention with the aforementioned cable car by the sensor unit comprising at least one pressure- or touch-sensitive sensor mat. This allows persons to be detected in a defined area even without the presence of cable car operators, in particular falls into the detection area. The detection of a person can then be used to trigger a desired response from the cable car.

[0012] In addition to detecting a fall, the detection device can also be used, for example, to detect (unauthorized) entry into the detection area by persons.

[0013] Preferably, the detection device includes an evaluation unit configured to detect a person within the detection range based on the sensor signal, wherein the evaluation unit is preferably integrated into the sensor unit or into a control unit of the cable car. For example, the evaluation unit can be configured to detect a person under at least one of the following conditions: immediately upon or within a defined time after receiving or after the interruption of the sensor signal, upon exceeding a defined time-dependent change in the sensor signal, upon exceeding a defined threshold value of the sensor signal, or upon exceeding a defined difference value between the sensor signal and an initial sensor value. This makes it possible to implement a more complex evaluation logic for detecting a person.to use a fall detection method that goes beyond a simple true / false query of the sensor signal.

[0014] The cable car preferably includes a drive unit for propelling the cable car vehicles and a control unit for controlling the drive unit. The control unit can be configured to stop the drive unit or reduce the speed of the cable car vehicles when a person is detected by the evaluation unit or when the sensor signal is received or interrupted. The drive unit preferably includes at least one first drive unit for driving the haul rope. Preferably, the cable car vehicles can be decoupled from the haul rope at the cable car stations, and each cable car station has an auxiliary drive configured to propel the cable car vehicles when decoupled from the haul rope. In this case, the drive unit preferably also includes a second drive unit for the auxiliary drive.This allows the cable car to be automatically stopped or its speed automatically reduced if a person is detected in a detection zone, for example, after a fall. This is particularly advantageous when little or no operating personnel are available at the cable car station, making reliable visual monitoring and manual intervention impossible. This enables, for example, completely unmanned operation at at least one cable car station.

[0015] The sensor unit preferably comprises at least one of the following sensors: pressure sensor, force sensor, acceleration sensor, touch sensor, wherein preferably at least one of the sensors comprises one of the following: piezoelectric sensor, strain gauge, inductive sensor, capacitive sensor, electrical switch. This allows a suitable sensor type to be provided depending on the application, e.g., depending on the expected weather conditions. In a simple embodiment, for example, an electrical pressure switch, push-button switch, or position switch can be used as the sensor, which interrupts or closes an electrical circuit when a person activates the respective switch, e.g., during a fall. The interruption or closing of the electrical circuit can, for example, be used as a sensor signal. The electrical switch could, however, be used for other purposes.It can also be integrated directly into the circuit of the drive device, so that actuation of the switch immediately leads to a stop of the drive device, essentially like an emergency stop switch.

[0016] The sensor unit can be permanently integrated into a fixed structural element of the respective cable car station, which is advantageous, for example, when constructing a new system. Alternatively, the sensor unit can be designed as a separate unit that is removable within the detection range of the respective cable car station, which is advantageous, for example, for retrofitting an existing cable car system with a detection device.

[0017] The detection area preferably has a detection width of at least 50 cm, preferably at least 1 m, perpendicular to the direction of travel of the cable car vehicles. Alternatively or additionally, the detection area preferably has a detection length of at least 0.5 m, preferably at least 1 m, in the direction of travel of the cable car vehicles. This creates a sufficiently large area to detect a person.

[0018] According to an advantageous embodiment, the at least one pressure- or touch-sensitive sensor mat is preferably protected against water ingress and / or designed to cushion and / or dampen an impact from a person. Such sensor mats are known in the prior art and represent a simple and cost-effective way to implement a detection device as described in the invention.

[0019] The sensor unit can also have a sensor interface through which it can be connected to the control unit. Alternatively or additionally, the sensor unit can also have a power supply interface through which it can be connected to a power source. Alternatively or additionally, the sensor unit can also have an energy storage device to supply the sensor unit with power, at least temporarily.

[0020] The cable car may also be equipped with an alarm unit designed to generate an alarm signal, preferably acoustic, visual, or electronic, when a person is detected by the evaluation unit or when the sensor signal is received or interrupted. This allows other passengers or the operating personnel to be alerted. If, for example, no operating personnel are present at the cable car station where a person was detected, it may also be advantageous to send an electronic alarm signal to a user interface at another cable car station where operating personnel are present.

[0021] The cable car can be designed as a gondola lift or a reversible aerial tramway. This allows for a wide range of applications for passenger detection in all common cable car systems.

[0022] Preferably, a number of chairlifts, each with one seat to accommodate a number of persons, are provided, wherein a chairlift boarding area for passengers is provided in one of the cable car stations, and wherein a first detection area is provided in the cable car station, which is located downstream of the chairlift boarding area and below a chairlift exiting the boarding area in the direction of travel of the chairlifts. Additionally or alternatively, a chairlift disembarkation area for passengers exiting the chairlifts can be provided in one of the cable car stations, and a second detection area can be provided in the cable car station, which is located upstream of the chairlift disembarkation area in the direction of travel of the chairlifts and below a chairlift entering the disembarkation area.The first and / or second detection zone preferably has a detection width, perpendicular to the direction of travel of the chairlifts, that is at least equal to the width of the chairlifts. Particularly preferably, the detection zone has a detection width equal to the width of a chairlift plus twice a lateral safety margin of at least 0.5 m each. For example, with a chairlift width of 4 m, the detection width is at least 5 m. This allows the detection device to be used to detect falls on a chairlift or in the chairlift boarding and / or disembarking area of ​​a combined lift.

[0023] Preferably, a number of cabin vehicles, each with a cabin to accommodate a number of persons, are provided, and a cabin boarding area is provided in one of the cable car stations for persons to board the cabin vehicles, wherein a third detection area is provided which is located below the cabin vehicles in the cabin boarding area and which extends in the direction of movement of the cabin vehicles over a defined detection length along the cabin boarding area.In the same cable car station or in a different cable car station, a cabin disembarkation area for passengers may also be provided, and a fourth detection area may be provided, located below the cabins in the disembarkation area and extending in the direction of travel of the cabins over a defined detection length of the cabin disembarkation area. This allows the detection device to be used in a pure cabin lift or in the cabin boarding and / or disembarkation area of ​​a combined lift to detect, for example, people who have fallen.

[0024] The task is also solved by a method whereby a sensor signal is generated or a sensor signal is interrupted by a sensor unit arranged in a defined detection area of ​​a cable car station when a person in the detection area contacts the sensor unit, wherein the sensor unit has at least one pressure- or touch-sensitive sensor mat.

[0025] Advantageous embodiments of the method are specified in dependent claims 17 to 20.

[0026] The present invention is described below with reference to the Figuren 1 bis 3 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 chairlift in a top view Fig.2 a perspective view of a chairlift station, Fig.3 A cable car station of a cable car in the form of a gondola lift in a top view.

[0027] For the sake of simplicity, the invention will below be described using a chairlift and a gondola lift as examples. Of course, the invention also encompasses the aforementioned combined lift and the aerial tramway.

[0028] The in Fig.1 The depicted cableway 1 has a first cableway station 2a and a second cableway station 2b, each serving as an end station. The cableway 1 also includes a number of cable car vehicles 5a, which can be moved between the cableway stations 2a and 2b by means of a haul rope 3. The cableway 1 is designed as a circulating cableway in the form of a chairlift, in which the haul rope 3 moves in a closed loop. For the sake of simplicity, the section between the cableway stations 2a and 2b is not shown, as symbolized by the interrupted haul rope 3. Depending on the length and topography, a number of (not shown) cableway supports can be provided between the cableway stations 2a and 2b, around which the haul rope 3 is guided. For guidance, so-called roller batteries are generally provided, each having a number of rotatably mounted rollers arranged one behind the other in the direction of movement B.Within cable car stations 2a and 2b, the haul rope 3 is deflected around pulleys 4. The first cable car station 2a can, for example, be a valley station and the second cable car station 2b can be a mountain station.

[0029] The cable car 1 shown is designed as a chairlift, in which the cable car vehicles 5a each have a chair for accommodating a number of persons P. The cable car vehicles 5a are therefore referred to below as chairlift vehicles 5a. The chairlift vehicles 5a each have a suspension (not shown) with which the chairlift vehicle 5a is suspended and detachably attached to the haul rope 3. While the chairs were previously often designed to accommodate two or four persons P, they are now generally designed to accommodate six or eight persons P, thus achieving a higher transport capacity. For detachable attachment, a rope clamp (not shown) is provided at the upper end of the suspension, via which the chairlift vehicles 5a can be positively coupled to the haul rope 3. To actuate the rope clamp for coupling the chairlift vehicles 5a to the haul rope 3, respectively...To decouple the cable car vehicles 5a from the haul rope 3, fixed operating devices, such as mechanical forced guides, are usually provided within the cable car stations 2a, 2b (not shown).

[0030] Upon entering a cable car station 2a, 2b, the rope clamps can be opened by the respective operating device, and the chairlifts 5a can be decoupled from the haul rope 3, thus interrupting the frictional connection. This allows the chairlifts 5a to be decelerated and moved through the respective cable car station 2a, 2b at a reduced speed. Upon exiting the cable car station 2a, 2b, the chairlifts 5a can be accelerated back to the speed of the haul rope 3 and re-coupled to the haul rope 3 by closing the rope clamps to restore the frictional connection. To enable the chairlifts 5a to move through the cable car stations 2a, 2b in the decoupled state, guide rollers (not shown) are generally arranged on the chairlifts 5a, and suitable guide rails 6 are provided in the cable car stations 2a, 2b, along which the chairlifts 5a are guided, as shown in Fig.1 as indicated.

[0031] The circulating cable car 1 also includes a drive unit 7 for powering the chairlifts 5a. The drive unit 7 can have at least one first drive unit 7a, e.g., in the form of an electric motor, which serves to drive the haul rope 3. The first drive unit 7a can be located in one of the cable car stations 2a, 2b, or a first drive unit 7a can be provided in each cable car station 2a, 2b. The first drive unit 7a is designed to drive the pulley 4 of the respective cable car station 2a, 2b, here the pulley 4 of the second cable car station 2b. For moving the chairlifts 5a in a decoupled state within the cable car stations 2a, 2b, a separate auxiliary drive 8 is usually provided in each cable car station 2a, 2b. The drive unit 7 of the circulating cable car 1 therefore preferably also includes at least one second drive unit 7b, e.g.,an electric machine, for the auxiliary drive 8 on, as in . Fig.1 The auxiliary drive 8 can, in a known manner, have a plurality of drive wheels (not shown) arranged along the guide rail 6, which can be driven by the second drive unit 7b. A suitable friction lining can be provided on the chairlifts 5a, with which the drive wheels interact to drive the chairlifts 5.

[0032] Furthermore, the cable car 1 is equipped with a control unit 9, which may have suitable hardware and / or software. The control unit 9 is located in Fig.1 The control unit 9 is shown schematically in the center and can, in practice, be located, for example, in a control room of a cable car station 2a, 2b, or at another suitable location within a cable car station 2a, 2b. The control unit 9 is designed to control the drive unit 7 in order to move the chairlifts 5a in a direction of movement B. In addition to controlling the drive unit 7, the control unit 9 can, of course, also control other functions of the cable car 1, which, however, are not relevant to the present invention.

[0033] On the open section between cable car stations 2a and 2b, the direction of movement B is determined by the haul rope 3. Within cable car stations 2a and 2b, the direction of movement B is determined by the alignment of the guide rails 6. In the illustrated example, the control unit 9 is connected via suitable control lines to the first drive unit 7a (for the pulley 4) and to the second drive unit 7b (for the auxiliary drive 8) of the second cable car station 2b. The control unit 9 is also connected to the second drive unit 7b of the auxiliary drive 8 of the first cable car station 2a.

[0034] In the first cable car station 2a, a chairlift boarding area SE is provided for passengers P to board the chairlifts 5a. In the second cable car station 2b, a chairlift disembarkation area SA is provided for passengers P to disembark from the chairlifts 5a. As mentioned earlier, a combined boarding / disembarkation area could also be provided, serving both boarding and disembarking purposes. Similarly, separate boarding areas and disembarkation areas could be located within cable car stations 2a and 2b. This is the case, for example, with chairlifts, where passengers are typically transported in both directions, or with gondola lifts.

[0035] Cable car 1 is further equipped with a detection device for detecting persons P. In the first cable car station 2a, a first detection zone D1 is defined, in which a sensor unit 10 is arranged. This sensor unit is configured to generate or interrupt a sensor signal X upon contact between a person P and the sensor unit 10. Similarly, in the second cable car station 2a, a second detection zone D2 is defined, in which a sensor unit 10 is arranged. This sensor unit is configured to generate or interrupt a sensor signal X upon contact between a person P and the sensor unit 10. The sensor signal X can be transmitted to the control unit 9 via a suitable communication link, for example, wirelessly or via a wired connection.The control unit 9 can stop the drive unit 7 or reduce the transport speed of the cable car vehicles 5 upon receipt or interruption of the sensor signal X. Whether it occurs upon receipt or interruption depends on the type of sensor unit 10.

[0036] The sensor unit 10 can, for example, include at least one of the following (not shown) sensors 10a to detect person P: pressure sensor, force sensor, accelerometer, touch sensor. Of course, a plurality of sensors 10a can also be provided in the sensor unit 10. A combination of different sensors 10a is also conceivable. Preferably, at least one of the sensors 10a includes a piezoelectric sensor, strain gauge, inductive sensor, capacitive sensor, or electrical switch. Depending on the specific application, a suitable sensor type can be selected.

[0037] In a simple embodiment, for example, an electrical switch, such as a push button, momentary switch, or position switch, can be used that interrupts an electrical sensor signal X, such as a current or voltage signal, when a person activates the switch, for example, by falling into the respective detection area D1, D2. The control unit 9 can then, for example, stop the drive unit 7 directly upon interruption of the sensor signal X. The other sensors 10a mentioned can, for example, generate an electrical sensor signal X when a person directly contacts the sensor 10a or a sensor area of ​​the sensor 10a. The control unit 9 can then, for example, stop the drive unit 7 immediately upon receiving the sensor signal X. In urban applications in areas where it does not snow, for example,It may be advantageous to use a different type of sensor than in winter sports areas with large amounts of snow, low temperatures, icing, etc.

[0038] In the depicted cable car 1, the second detection area D2 is located in the second cable car station 2b in the direction of travel B of the chairlifts 5a, in front of the chairlift exit area SA and below a chairlift 5a entering the chairlift exit area SA (see also Fig.2 The first detection zone D1 is located in the first cable car station 2a in the direction of travel B of the chairlifts 5a, after the chairlift boarding area SE and below a chairlift 5a exiting from the chairlift boarding area SE. This allows the sensor unit 10 to detect a person P in the first cable car station 2a who falls from a chairlift 5a into the first detection zone D1 after boarding. Similarly, the sensor unit 10 can detect a person P in the second cable car station 2a who falls from a chairlift 5a into the second detection zone D2 before disembarking. Naturally, the detection device can also detect persons P who enter either detection zone D1 or D2 without authorization.

[0039] The illustrated design of the cable car 1 and the arrangement, shape, and size of the detection zones D1 and D2 are, of course, only examples used to describe the invention. A person skilled in the art can, of course, adapt the detection device to specific requirements. For example, the detection zones D1 and D2, perpendicular to the direction of travel B of the chairlifts 5a, can each have a detection width DB that corresponds to at least one vehicle width FB of the chairlifts 5a. Preferably, a lateral safety distance of, for example, at least 0.5 m can also be taken into account. The detection width DB is then the sum of the vehicle width FB and twice the lateral safety distance. With a vehicle width of 4 m, the detection width can, for example, be at least 5 m.This allows the width of the detection zones D1, D2 to be adapted to the width of the cable car vehicles 5a used, and also enables the reliable detection of persons P who fall from the edge of the chair of the cable car vehicle 5a or enter the detection zones D1, D2. In the direction of travel B of the cable car vehicles 5a, the detection length DL of the detection zones D1, D2 in the direction of travel B is preferably at least 1 m, more preferably at least 2 m. The position of the detection zones D1, D2 in the direction of travel B and the detection length DL are preferably selected such that at least the area in which the greatest risk of falling exists is covered. This area is generally known.

[0040] The detection device can also include an evaluation unit 11, which is configured to detect a person P, in particular a fall, in the respective detection area D1, D2 based on the sensor signal X. Upon detection of a person by the evaluation unit 11, the control unit 9 can then stop the drive unit 7 or reduce the conveying speed of the chairlifts 5a. The evaluation unit 11 is preferably integrated into the sensor unit 10 or into the control unit 9, as shown in Fig.1 As indicated, the evaluation unit 11 can, for example, be implemented as evaluation logic in the software of the control unit 9. The evaluation unit 11 can detect a person P directly, for example, by receiving or interrupting the sensor signal X, thus analogous to a direct transmission of the sensor signal X to the control unit 9.

[0041] The evaluation unit 11 could, for example, detect a person P only after a defined time has elapsed following the receipt or interruption of the sensor signal X. This could mean, for instance, that no person P is detected if a sensor signal X is generated (or interrupted), but the duration of the signal or interruption is shorter than the defined time. However, a person P could also be detected, for example, if a defined time-dependent change in the sensor signal X is exceeded or if a defined threshold value of the sensor signal X is exceeded. This allows for reliable detection of a person P even if a load is acting on the sensor unit 10. Such a load could, for example, be a snow load located in the detection area D1, D2, or objects located in the detection area D1, D2.A person P, and in particular a fall, could also be detected, for example, if a defined difference value ΔX between the sensor signal X and an initial sensor value is exceeded. The initial sensor value could, for example, be automatically set each time cable car 1 is put into operation. This would allow any sensor drift to be taken into account.

[0042] The cable car 1 may also be equipped with an alarm unit 13, which is configured to generate an alarm signal 13b, preferably acoustic, visual, or electronic, upon detection of a person. The alarm unit 11 may be connected indirectly (i.e., via the control unit 9) or directly (i.e., via a direct connection) to one or more sensor units 10 via a suitable communication link. The alarm unit 13 may, for example, have a loudspeaker for emitting an acoustic alarm signal 13a and / or a lamp for emitting a visual alarm signal 13a. Alternatively or additionally, the alarm unit 13 may also generate an electronic alarm signal 13a and transmit it, for example, to a user interface (not shown) of the cable car 1. At the user interface, e.g.With a suitable input / output unit, a corresponding message can then be issued to the operating personnel, for example, that a person P has fallen from a chair into the detection area D1, D2.

[0043] The sensor unit 10 can be permanently integrated into a fixed structural element of the respective cable car station 2a, 2b and thus be stationary. For example, individual sensors 10a could be integrated directly into the floor of the cable car station 2a, 2b. Alternatively, the sensor unit 10 could also be designed as a separate unit that is removable within the respective detection area D1, D2 of the respective cable car station 2a, 2b. According to the in Fig.1 In the illustrated embodiment, the sensor unit 10, for example, has a pressure- or touch-sensitive sensor mat 10b, which is arranged in the respective detection area D1, D2. This allows existing cable car systems to be retrofitted relatively easily with the person detection system according to the invention. The sensor mat 10b can, for example, also be protected against the ingress of water, which is particularly advantageous when used in winter sports areas or in areas with high rainfall. Alternatively or additionally, the sensor mat 10b could also be designed to cushion and / or dampen an impact of a person P. This allows not only a fall to be detected, but also the risk of injury to be reduced.

[0044] The sensor unit 10 can also have a sensor interface 12 and / or a power supply interface 14 and / or an energy storage device 15 (in Fig.1 (not shown). This is particularly advantageous if the sensor unit 10 is designed as a separate unit, i.e., not an integral part of the cable car station 2a, 2b. The sensor unit 10 can be connected to the control unit 9 via the sensor interface 12 using a suitable communication link. The communication link can be wireless or wired, with the sensor interface 12 being designed accordingly. The sensor unit 10 can be connected to an external power source via the power supply interface 14 using a suitable electrical cable. The power supply interface 14 can, for example, have a suitable electrical connector. The energy storage device 15, for example a suitable battery, enables at least temporary energy-autonomous operation of the sensor unit 10.

[0045] In Fig.2 is the second cable car station 2b from Fig.1 The diagram is shown in a perspective view and is highly simplified. The second detection area D2 is located upstream of the chairlift exit area SA of the second cable car station 2b in the direction of travel B and is situated on an inclined plane below the approaching chairlifts 5a. A sensor unit 10 is provided in the second detection area D2, which is designed to detect persons P who fall from a chairlift 5a in front of the chairlift exit area SA (or persons who enter this area without authorization). To illustrate the different embodiments, the sensor unit 10 shown has a first section adjacent to the chairlift exit area SA, in which a pressure- or touch-sensitive sensor mat 10b is provided, and a second section adjacent to the first section, in which a plurality of sensors 10a are provided, which are structurally integrated into the cable car station 2b.

[0046] The sensor mat 10b is not fixed in place but is removable. A suitable recess (not shown) may be provided in the floor of the second cable car station 2b, into which the sensor mat 10b can be inserted, for example, in a form-fitting manner. This allows its position relative to the cable car station 2b to be fixed. The sensor mat 10b may have one or more of the aforementioned sensors 10a. For example, a sensor 10a may be in the form of an electrical switch, comprising a first electrical contact element extending over a defined area of ​​the sensor mat 10b, e.g., substantially over its entire base, and a second electrical contact element, preferably extending over the same area of ​​the sensor mat 10b. The contact elements may be spaced apart from one another and may be pre-tensioned by a suitable pre-tensioning device.If a person P falls onto the sensor mat 10b, then the contact elements are brought into contact by the weight of the person P and a sensor signal X, e.g. an electric current or an electric voltage, is generated or interrupted.

[0047] The sensor mat 10b can, for example, have a sensor interface 12 which can be connected to the control unit 9 via a suitable communication link. The sensor signal(s) X can be output via the sensor interface 12 and transmitted to the control unit 9 via the communication link. The communication link 13 can be wired, e.g., as an electrical cable, or wireless, e.g., as a radio or Bluetooth connection. The sensor mat 10b can also have a suitable power supply interface 14 to supply the sensor(s) 10a with the necessary energy. The power supply interface 14 can be connected to a power source (not shown) in a suitable manner, e.g., via a cable. Preferably, the power supply of the cable car 1 is used as the power source.Alternatively, a separate energy source could be provided in cable car station 2b, e.g., a photovoltaic module. Alternatively or additionally, an energy storage device 15, e.g., a battery, could be provided to supply energy to the sensor mat 10b.

[0048] In the second section of the illustrated sensor unit 10, a multitude of sensors 10a are provided, arranged in a grid pattern and integrated into the floor of the second cable car station 2b. The sensors 10a can have one or more of the sensor types mentioned above, e.g., pressure sensor, force sensor, acceleration sensor, touch sensor, electrical switch, etc. The sensors 10a can be appropriately interconnected and connected to the control unit 9. In the illustrated example, the sensor mat 10b is connected to the evaluation unit 11, which is integrated here into the control unit 9. The control unit 9 can therefore control the drive unit 7 depending on the evaluation logic of the evaluation unit 11, as already described.The sensors 10a of the second section of the sensor unit 10, however, are directly connected to the control unit 9, so that the control unit 9 uses the sensor signals X directly (without any intervening evaluation logic). The control unit 9 can therefore directly control the drive unit 7 upon receiving or interrupting the sensor signal X from at least one sensor 10a in order to stop the cable car 1 or reduce its speed. Alternatively or additionally, upon detection of a person P, an alarm unit 13 can also be activated by the control unit 9 to generate an alarm signal 13a.

[0049] The embodiment shown is, of course, only exemplary and is not limiting. In practice, a person skilled in the art can select a suitable sensor unit 10 that fits the specific application. Preferably, of course, only one embodiment of the sensor unit 10 is used, i.e., for example, either several structurally integrated sensors 10a or a sensor mat 10b.

[0050] In Fig.3 Another embodiment of the invention is shown. Fig.3 Figure 1 shows a cable car station 2c of a cable car 1, which is designed as a gondola lift. Cable car station 2c is designed as a terminal station, e.g., as a mountain station or valley station. The basic structure and basic function of the gondola lift essentially correspond to that shown in Figure 2c. Fig.1 + Fig.2 The chairlift described above can be considered known. Therefore, only the aspects essential to the invention will be discussed below. Instead of chairs, the cable car vehicles 5b of the gondola lift each have a cabin for accommodating a number of persons P. The cable car vehicles 5b are therefore referred to below as cabin vehicles 5b. The capacity of the cabins of the cabin vehicles 5b is generally greater than the capacity of the chairs of the chairlift vehicles 5s and can, for example, be in the range of eight to twenty persons or more.

[0051] The cableway 1, in turn, has a plurality of cabin vehicles 5b, which are suspended by a haul rope 3 and can be moved between the cableway station 2c and at least one other (not shown) cableway station. While chairlifts generally use only single-cable systems, in which the haul rope 3 functions simultaneously as the traction rope and the track rope, cabin lifts also employ other designs besides the single-cable system, e.g., multi-cable systems. In multi-cable systems, the haul rope 3 serves as the traction rope, and one or more additional track ropes are provided, along which the cableway vehicles 5b roll by means of a suitable carriage. There are also the aerial tramways mentioned at the beginning. The cableway shown is a single-cable system; however, the invention naturally also encompasses all other embodiments.

[0052] The haul rope 3 is deflected around a pulley 4 in the cable car station 2c, which can be driven by a first drive unit 7a (not shown). This drive unit is part of the drive system 7 and may, for example, be an electric motor. The drive system 7 can be controlled by a control unit 9. As described for the chairlift, the cabin vehicles 5b can be decoupled from the haul rope 3 in an entry area EB after entering the cable car station 2c. They can then be moved along a guide rail 6 within the cable car station 2c by means of an auxiliary drive 8 and recoupled with the haul rope 3 in an exit area AB before exiting. For coupling and uncoupling, the cable car vehicles 5b are again equipped with (not shown) actuating rope clamps, and the cable car station 2c is equipped with (not shown) actuating devices, e.g.,Forced guidance is provided. The auxiliary drive 8 has a second drive unit 7b, for example an electric machine.

[0053] At cable car station 2c, a cabin boarding area KE is provided for persons P to board the cabin vehicles 5b, and a cabin disembarkation area KA is provided for persons P to disembark from the cabin vehicles 5b, as indicated by the arrows. While boarding and disembarking for the chairlift takes place in the direction of travel B, boarding and disembarking for the gondola lift takes place perpendicular to the direction of travel. The cabins of the gondola vehicles 5b have side doors that open and close automatically at predetermined positions. The cabin boarding area KE is located in the direction of travel B before the disembarkation area AB and extends over a certain length, for example, a few meters. The cabin disembarkation area KA is located in the direction of travel B after the entry area EB and extends over a certain length, for example, a few meters. As shown in Fig.3 As shown, the cabin exit area KA and the cabin entry area KE can be separate areas and, for example, be limited in the direction of movement of the cabin vehicles 5b by suitable barriers 16. Of course, a common area could also be provided that serves simultaneously as the cabin entry area KE and as the cabin exit area KA.

[0054] Typically, a pit 18 is also provided in cable car station 2c, in which a lower section of the cabin vehicles 5b is located during their movement. The pit 18 is situated at a lower level than the cabin boarding area KE and the cabin disembarkation area KA. Depending on the size of the cable car 1, the difference in level is usually between 20 cm and 1 m. This difference in level allows for essentially level, barrier-free access to the cabin vehicles 5b. The cabin boarding area KE and the cabin disembarkation area KA are bordered by a platform edge 17 opposite the pit 18, and the cabin vehicles 5b move along this platform edge 17.

[0055] Cable car 1 is equipped with a detection device for detecting persons P. A third detection area D3 and a fourth detection area D4 are defined in cable car station 2c. The third detection area D3 is located in pit 18 below the cabin cars 5b in the cabin boarding area KE. The third detection area D3 extends in the direction of travel B of the cabin cars 5b over a defined detection length DL along the cabin boarding area KE and transversely to the direction of travel B over a defined detection width DB. The fourth detection area D4 is located in pit 18 below the cabin cars 5b in the cabin exit area KA. The fourth detection area D4 extends in the direction of movement B of the cabin vehicles 5b over a defined detection length DL of the cabin exit area KA and transversely to the direction of movement B over a defined detection width DB.

[0056] The detection width DB is set such that persons P who fall from platform edge 17 into pit 18 within the respective detection zones D3 and D4 can be reliably detected. The detection length DL is set such that the relevant area with the highest risk of falling is covered by the respective detection zones D3 and D4. This area can be assumed to be known. Depending on the size of the cableway 1, the detection width DB can be, for example, at least 50 cm, preferably at least 1 m, and the detection length DL can be several meters. However, the specific values ​​depend on the design and size of the cableway 1 and can naturally vary.

[0057] The detection device comprises a sensor unit 10 located in the third detection area D3 and a sensor unit 10 located in the fourth detection area D4. As already described using the chairlift as an example, the sensor units 10 are designed to generate or interrupt a sensor signal X when a person P comes into contact with the sensor unit 10. In the illustrated example, the sensor unit 10 of the third detection area D3 has four sensor mats 10b arranged one behind the other in the direction of movement B along the cabin entry area KE in the pit 18. Similarly, the sensor unit 10 of the fourth detection area D4 has four sensor mats 10b arranged one behind the other in the direction of movement B along the cabin exit area KA in the pit 18.Of course, this is only an example and it could also be that a single sensor mat 10b is provided for each detection area D3, D4.

[0058] The sensor units 10 of the third and fourth detection areas D3 and D4 are connected to the control unit 9 to transmit the sensor signals X. The control unit 9 may, in turn, contain an evaluation unit 11 to detect a person, in particular a fall by a person P, based on the sensor signals X and using a defined evaluation logic. For example, each sensor mat 10b may have a separate sensor interface 12 via which the sensor mat 10b can be connected to the control unit 9. If, as shown, several sensor mats 10b are connected in series, it may also be advantageous if the sensor mats 10b can be electrically connected so that only one sensor mat 10b at a time, for example, the last one, is connected to the control unit 9. The sensor mats 10b may also be identical, thus forming a modular system.Any number of sensor mats 10b can then be connected together to form a detection area D with a desired shape and size.

[0059] Of course, the in Fig.3The illustrated embodiment is to be understood as merely exemplary and not as limiting. Depending on the type, size, and design of a cable car 1, a person skilled in the art can provide a suitable detection device that meets the desired requirements. For example, instead of the movable sensor mats 10b, a plurality of stationary sensors 10a can also be provided in the third and fourth detection areas D3, D4. It should also be noted that details of the detection described using the chairlift as an example can, of course, be provided in the same way for the gondola lift. It should also be noted again that, within the scope of the invention, a sensor 10a can also be understood to be an electrical switch, whereby the sensor signal X in this case can be an electrical signal, e.g., a current or a voltage.

Claims

1. A cableway (1) having a number of cableway stations (2a, 2b) and having a number of cableway vehicles (5a) which are movable between the cableway stations (2a, 2b) by means of a hoisting cable (3), wherein a detection device for detecting a person (P) is provided in the cableway (1), wherein at least one detection area (D1, D2) is defined in at least one of the cableway stations (2a, 2b), that the detection device has at least one sensor unit (10) which is arranged in the detection area (D1, D2), and that the at least one sensor unit (10) is designed to generate a sensor signal (X) or to interrupt a sensor signal (X) upon contact of a person (P) with the sensor unit (10), characterized in that the sensor unit (10) has at least one pressure- or touch-sensitive sensor mat (10b).

2. The cableway (1) according to claim 1, characterized in that the detection device has an evaluation unit (11) which is designed to detect a person (P) in the detection area (D1, D2) on the basis of the sensor signal (X), wherein the evaluation unit (11) is preferably integrated in the sensor unit (10) or in a control unit (9) of the cableway (1).

3. The cableway (1) according to claim 2, characterized in that the evaluation unit (11) is designed to detect a person (P) in the detection area (D1, D2) under at least one of the following conditions: immediately upon or within a specified time after receipt or after interruption of the sensor signal (X), upon exceeding a specified temporal change in the sensor signal (X), upon exceeding a specified threshold value of the sensor signal (X), upon exceeding a specified difference value (ΔX) between the sensor signal (X) and an initial sensor value.

4. The cableway (1) according to any of claims 1 to 3, characterized in that a drive device (7) for driving the cableway vehicles (5a) and a control unit (9) for controlling the drive device (7) are provided in the cableway (1) and in that the control unit (9) is designed to stop the drive device (7) or to reduce a conveying speed of the cableway vehicles (5) upon detection of a person (P) by the evaluation unit (11) or upon receipt or interruption of the sensor signal (X).

5. The cableway (1) according to claim 4, characterized in that the drive device (7) has a first drive unit (7a) for driving the hoisting cable (3) and / or in that the cableway vehicles (5a) can be decoupled from the hoisting cable (3) in the cableway stations (2a, 2b), in that an auxiliary drive (8), which is designed to drive the cableway vehicles (5a) decoupled from the hoisting cable (3), is provided in each of the cableway stations (2a, 2b) and in that the drive device (7) has a second drive unit (7b) for the auxiliary drive (8).

6. The cableway (1) according to any of claims 1 to 5, characterized in that the sensor unit (10) and / or the sensor mat (10b) comprises at least one of the following sensors (10a): pressure sensor, force sensor, acceleration sensor, touch sensor, wherein preferably at least one of the sensors (10a) comprises one of the following sensors: piezo sensor, strain gage, inductive sensor, capacitive sensor, electrical switch.

7. The cableway (1) according to any of claims 1 to 6, characterized in that the sensor unit (10) is permanently integrated into a stationary structure of the respective cableway station (2a, 2b) or in that the sensor unit (10) is designed as a separate unit which is removably arranged in the detection area (D1, D2) of the respective cableway station (2a, 2b).

8. The cableway (1) according to any of claims 1 to 7, characterized in that the detection area (D1, D2) has a detection width (DB) transversely to the direction of movement (B) of the cableway vehicles (5a) which equals at least 50 cm, preferably at least 1 m, and / or in that the detection area (D) in the direction of movement (B) of the cableway vehicles (5a, 5b) has a detection length (DL) which is at least 0.5 m, preferably at least 1 m.

9. The cableway (1) according to any of claims 1 to 8, characterized in that the at least one sensor mat (10b) is protected against the penetration of water and / or is designed to cushion and / or dampen an impact of a person (P).

10. The cableway (1) according to any of claims 1 to 9, characterized in that the sensor unit (10) has a sensor interface (12) and / or a power supply interface (14) and / or an energy store (15).

11. The cableway (1) according to any of claims 1 to 10, characterized in that an alarm unit (13) is provided in the cableway (1) which is designed to generate a, preferably acoustic, optical or electronic, alarm signal (13b) upon detection of a person (P) by the evaluation unit (11) or upon receipt or interruption of the sensor signal (X).

12. The cableway (1) according to any of claims 1 to 11, characterized in that the cableway (1) is designed as a circular cableway or as an aerial tramway.

13. The cableway (1) according to any of claims 1 to 12, characterized in that a number of chair vehicles (5a) each having a chair for accommodating a number of persons (P) are provided, wherein a chair boarding area (SE) for persons (P) to board the chair vehicles (5a) is provided in one of the cableway stations (2a), and in that a first detection area (D1) is provided in the cableway station (2a), which detection area (D1) is located in the direction of movement (B) of the chair vehicles (5a) after the chair boarding area (SE) and below a chair vehicle (5) leaving the chair boarding area (SE) and / or in that a chair exit area (SA) for persons (P) to exit the chair vehicles (5a) is provided in one of the cableway stations (2b) and in that a second detection area (D2) is provided in the cableway station (2b), which detection area (D2) is located in the direction of movement (B) of the chair vehicles (5a) in front of the chair exit area (SA) and below a chair vehicle (5a) entering the chair exit area (SA).

14. The cableway (1) according to claim 13, characterized in that the detection area (D1, D2) has a detection width (DB) transversely to the direction of movement (B) of the chair vehicles (5a), which detection width (DB) corresponds to at least one vehicle width (FB) of the chair vehicles (5a), preferably to the vehicle width (FB) plus a specified lateral safety distance.

15. The cableway (1) according to any of claims 1 to 14, characterized in that a number of cabin vehicles (5b) each having a cabin for accommodating a number of persons (P) is provided, and in that in one of the cableway stations (2c) a cabin boarding area (KE) for persons (P) to board the cabin vehicles (5b) is provided, and a third detection area (D3) is provided, which is located below the cabin vehicles (5b) located in the cabin boarding area (KE) and which extends in the direction of movement (B) of the cabin vehicles (5b) over a specified detection length (DL) along the cabin boarding area (KE) and / or in that in one of the cableway stations (2c) a cabin exit area (KA) for persons (P) to exit the cabin vehicles (5b) is provided and a fourth detection area (D4) is provided which is located below the cabin vehicles (5b) located in the cabin exit area (KA) and which extends in the direction of movement (B) of the cabin vehicles (5b) over a specified detection length (DL) of the cabin exit area (KA).

16. A method for operating a cableway (1) which has a number of cableway stations (2a, 2b) and a number of cableway vehicles (5a) which are movable between the cableway stations (2a, 2b) by means of a hoisting cable (3), wherein a sensor signal (X) is generated or a sensor signal (X) is interrupted by a sensor unit (10) arranged in a specified detection area (D1, D2) of a cableway station (2a, 2b) when a person (P) in the detection area (D) contacts the sensor unit (10), characterized in that the sensor unit (10) has at least one pressure- or touch-sensitive sensor mat (10b).

17. The method according to claim 16, characterized in that a person (P) is detected under at least one of the following conditions: immediately upon or within a specified time after generation or after interruption of the sensor signal (X), upon exceeding a specified temporal change in the sensor signal (X), upon exceeding a specified threshold value of the sensor signal (X), upon exceeding a specified difference value (ΔX) between the sensor signal (X) and an initial sensor value (X0).

18. The method according to claim 16 or 17, characterized in that the cableway vehicles (5a) are driven by a drive device (7), wherein the drive device (7) is controlled by a control unit (9) and in that the control unit (9) stops the drive device (7) or reduces a conveying speed of the cableway vehicles (5) when a person (P) is detected in the detection area (D1, D2) and / or in that a, preferably acoustic, optical or electronic, alarm signal (13b) is generated when a person (P) is detected in the detection area (D1, D2).

19. The method according to any of claims 16 to 18, characterized in that a chair vehicle (5a) is moved in a first cableway station (2a) out of a chair boarding area (SE), in that a person (P) falls from the chair vehicle (5a) and into a first detection area (D1) located in the direction of movement (B) after the chair boarding area (SE) and below the chair vehicle (5a), and in that the fall of the person (P) is detected by the sensor unit (10) in the first detection area (D1) when the person (P) contacts the sensor unit (10) or in that a chair vehicle (5a) is moved in a second cableway station (2b) into a chair exit area (SA), in that a person (P) falls from a chair vehicle (5a) and into a second detection area (D2) located in the direction of movement (B) in front of and below the chair vehicle (5a), and in that the fall is detected by the sensor unit (10) in the second detection area (D2) when the person (P) contacts the sensor unit (10).

20. The method according to any of claims 16 to 19, characterized in that a cabin vehicle (5b) is moved in a third cableway station (2c) along a cabin boarding area (KE) or a cabin exit area (KA), wherein a person (P) falls in the direction of movement (B) in front of or behind the cabin vehicle (5b) into a detection area (D3, D4) which is located below the cabin vehicle (5b) and which extends in the direction of movement (B) over a specified detection length (DL) along the cabin boarding area (KE) or the cabin exit area (KA) and in that the fall of the person (P) is detected by the sensor unit (10) in the detection area (D3, D4) when the person (P) contacts the sensor unit (10).

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