PARKING SYSTEM FOR A CIRCULATING CABLEWAY

A parking system for cableway includes a feed track; at least two stabling tracks; and a transfer device to transfer the cableway vehicles from the feed track to the at least two stabling tracks including a stationary guide device; a displacement device displaceable in a direction of movement along the stationary guide device between first and second transfer positions and having first and second track segments; wherein in the first transfer position, a cableway vehicle is movable from the first track segment onto the first stabling track and a cableway vehicle is movable from the feed track onto the second track segment; and wherein in the second transfer position, a cableway vehicle is movable from the feed track onto the first track segment and a cableway vehicle is movable from the second track segment onto the second stabling track.

CROSS REFERENCE

This application claims priority to Austrian Patent Application No. A50891/2022 filed on Nov. 24, 2022, the disclosure of which is incorporated herein by reference in its entirety.

TECHNICAL FIELD

The present disclosure relates to a parking system for a cableway station of a cableway for carrying out a parking operation with a number of cableway vehicles of the cableway.

BACKGROUND

In general, circulating cableways have a number of cableway stations, a number of cableway vehicles, and a conveyor cable for moving the cableway vehicles between the cableway stations. In modern circulating cableways, the cableway vehicles can be decoupled from the conveyor cable in a known manner within the cableway stations and moved through the cableway stations at reduced speed. Such circulating cableways with decouplable cableway vehicles usually also have a parking area in which the cableway vehicles decoupled from the conveyor cable can be parked outside of operating times. Such a parking area is usually located within one of the cableway stations, for example at the same level as the operating area in which the entry and/or exit area for the passengers is located, or if necessary also in a garage below the operating area. In order to transfer the cableway vehicles into their intended parking positions in the parking area, a suitable parking system is generally provided which can comprise one or more conveying devices.

Proceeding from the prior art, it is an object of the present disclosure to provide an improved parking system which enables a very easy and quick execution of a parking process for cableway vehicles in a parking area of a cableway station.

SUMMARY

According to the present disclosure, the object is achieved in that the transfer device has a displacement device which can be displaced along a stationary guide device between a first transfer position and a second transfer position, wherein the displacement device has a first track segment and a second track segment, wherein, when the displacement device is in the first transfer position, a cableway vehicle can be moved from the first track segment onto the first stabling track, and a cableway vehicle can be moved from the feed track onto the second track segment and, when the displacement device is in the second transfer position, a cableway vehicle can be moved from the feed track onto the first track segment, and a cableway vehicle can be moved from the second track segment onto the second stabling track. This can significantly reduce the duration of the parking process since a following cableway vehicle can already be moved from the feed track to a waiting position on the transfer device while a cableway vehicle is being transferred to one of the stabling tracks.

According to an advantageous embodiment, the displacement device can have a displacement carriage on which the first track segment and the second track segment are arranged at a distance from one another in a movement direction of the displacement device, wherein the first track segment and the second track segment are jointly displaceable by means of the displacement carriage. This enables a simple structure and simple synchronous control of the movement of the track segments. Alternatively, the displacement device can also have at least one first and one second displacement carriage, wherein the first track segment is arranged on the first displacement carriage and the second track segment is arranged on the second displacement carriage, and wherein the first track segment and the second track segment are displaceable independently of one another by means of the displacement carriage. This allows the movement of the track segments to be controlled more flexibly, which makes different positions, speeds and accelerations possible.

The stabling tracks, the feed track and the track segments of the displacement device advantageously each have a first guide rail for guiding a guide roller of the cableway vehicles. Optionally, the stabling tracks, the feed track and the track segments of the displacement device can each also have a second guide rail for guiding a support guide roller of the cableway vehicles. As a result, the cableway vehicles can be moved in the same way as takes place in a known manner along the vehicle guide rail in the operating area of the cableway station. However, the second guide rails do not necessarily have to extend over the entire length of the respective first guide rails, but could also be provided only in sections, for example. The second guide rails reduce lateral swinging of the cableway vehicles, thereby reducing the risk of damage.

Preferably, the stabling tracks each have a straight section at least in the area of their stabling track ends facing the displacement device, the feed track has a straight section at least in the area of a feed track end facing the displacement device, and the track segments of the displacement device each have a straight section at least in the area of their segment ends, preferably over their entire length. This makes it possible, for example, to avoid curvature jumps, which means that the cableway vehicles can be transferred more easily and without jolting.

The straight sections of the track segments are preferably parallel to one another, and the movement direction of the displacement device along the stationary guide device runs straight, in particular at a right angle to the straight sections of the track segments. Alternatively, the straight sections of the track segments could also be arranged in a track angle relative to one another, and the movement direction of the displacement device along the stationary guide device can run curved, preferably circular. This allows a suitable constructive design of the parking system to be provided depending on the available space.

The stabling track ends of the stabling tracks facing the displacement device are preferably spaced apart from one another in the movement direction of the displacement device in a parking distance which corresponds to at least one vehicle width of a cableway vehicle of the cableway. A sum of the vehicle width and a defined safety distance of, for example, several centimeters are particularly preferably provided as the parking distance. This allows collisions between cableway vehicles on adjacent stabling tracks to be prevented, whereby damage can be avoided. In principle, however, a smaller distance than the vehicle width would also be possible, for example if the cableway vehicles are alternately moved onto the adjacent stabling tracks in a zipper system.

A segment length of the track segments transversely to the movement direction of the displacement device is preferably at least one cable clamping length of a cable clamp or a running gear length of a running gear of a cableway vehicle. This ensures that the entire cableway vehicle can be placed completely on the track segments and then be displaced. For easy handling, it can of course be advantageous if the segment length is longer than the cable clamp length or the running gear length.

The stationary guide device can have at least one guide rail, and the displacement device can have a number of rolling elements for movement along the at least one guide rail. For stable movement, it is advantageous if the stationary guide device has two (or more) guide rails spaced transversely to the movement direction of the displacement device, along which guide rails the displacement device can be moved by means of the rolling elements. Suitable rollers, wheels, balls, etc., which are arranged rotatably on the displacement device, can be provided as rolling elements, for example. The rolling elements can also have one or more toothed wheels, and the stationary guide device can have one or more toothed racks along which the toothed wheel(s) roll. This enables precise and reproducible positioning of the displacement device.

For automatic control, it is advantageous if a drive device for driving the displacement device along the stationary guide device is provided. The drive device can, for example, have a drive unit arranged on the displacement device, for example an electric motor. This allows, for example, a number of the above-mentioned rolling elements to be driven. The drive unit would therefore be part of the displacement device and would be moved with it. Alternatively, however, the drive device can also act on the displacement device from the outside and be designed, for example, as a chain drive, toothed belt drive, actuating cylinder, etc. In this case, the drive unit would not be a part of the displacement device and would therefore not be moved with it.

The displacement device preferably has a first conveying device for conveying a cableway vehicle along the first track segment and a second conveying device for conveying a cableway vehicle along the second track segment. As a result, the cableway vehicles can be automatically conveyed along the track segments. In the same way, a third conveying device for conveying cableway vehicles along the first stabling track, and/or a fourth conveying device for conveying cableway vehicles along the second stabling track, and/or a fifth conveying device for conveying cableway vehicles along the feed track can be provided. Preferably, at least one of the conveying devices has a tire conveyor which is designed to interact with a friction lining of a cableway vehicle to convey the cableway vehicle. As a result, the same conveying device can advantageously be used as for the auxiliary drive of the operating area, which reduces the design and control system complexity. Alternatively, at least one of the conveying devices can also have a chain conveyor or a toothed belt conveyor. The chain conveyor or the toothed belt conveyor can, for example, have a number of driver elements which interacts with a component of the cableway vehicle for moving the cableway vehicle. For example, the driver elements could exert a drive force on the hanger, at the upper end of which the cable clamp is arranged and at the lower end of which the conveying body (chair, cab) is arranged.

A control unit for controlling the drive device of the displacement device, and/or for controlling the first conveying device of the displacement device, and/or for controlling the second conveying device of the displacement device, and/or for controlling the third conveying device of the first stabling track, and/or for controlling the fourth conveying device of the second stabling track, and/or for controlling the fifth conveying device of the feed track is preferably also provided. For example, the control unit of the cableway can be used as a control unit which, among other things, also controls the drive of the cableway vehicles. However, a separate control unit could also be provided which, for example, can communicate in a suitable manner with the control unit of the cableway in order to control the parking process.

A first sensor device can also be provided which is designed to generate a first sensor signal representative of a position of the displacement device on the stationary guide device, and/or a second sensor device can be provided which is designed to generate a second sensor signal which is representative of a presence of a cableway vehicle in a defined section of the feed track, and the control unit can be designed to use the first sensor signal and/or the second sensor signal to control the parking process. The control unit can, for example, only activate the available conveying devices of the parking system if it has been recognized on the basis of the sensor signals that a cableway vehicle is located on the feed track and the displacement device is located in one of the transfer positions. A greater degree of automation of the parking system can thereby be achieved.

These objects are merely illustrative of the features and advantages associated with the present disclosure and should not be deemed as limiting in any manner. These and other objects, features and advantages of the present disclosure will become apparent from the following detailed description when taken in conjunction with the referenced drawings.

DETAILED DESCRIPTION

The following description of technology is merely exemplary in nature of the subject matter, manufacture and use of one or more inventions, and is not intended to limit the scope, application, or uses of any specific invention claimed in this application or in such other applications as may be filed claiming priority to this application, or patents issuing therefrom. The following definitions and non-limiting guidelines must be considered in reviewing the description of the technology set forth herein.

The citation of references herein does not constitute an admission that those references are prior art or have any relevance to the patentability of the technology disclosed herein. All references cited in the “Detailed Description” section of this specification are hereby incorporated by reference in their entirety.

The description and specific examples, while indicating embodiments of the technology, are intended for purposes of illustration only and are not intended to limit the scope of the technology. Moreover, recitation of multiple embodiments having stated features is not intended to exclude other embodiments having additional features, or other embodiments incorporating different combinations of the stated features. Specific examples are provided for illustrative purposes of how to make and use the apparatus and systems of this technology and, unless explicitly stated otherwise, are not intended to be a representation that given embodiments of this technology have, or have not, been made or tested.

“A” and “an” as used herein indicate “at least one” of the item is present; a plurality of such items may be present, when possible. “About” when applied to values indicates that the calculation or the measurement allows some slight imprecision in the value (with some approach to exactness in the value; approximately or reasonably close to the value; nearly). If, for some reason, the imprecision provided by “about” is not otherwise understood in the art with this ordinary meaning, then “about” as used herein indicates at least variations that may arise from ordinary methods of measuring or using such parameters. In addition, disclosure of ranges includes disclosure of all distinct values and further divided ranges within the entire range.

FIG.1shows a cableway station2of a circulating cableway1in which an operating area BB and a parking area PB adjoining the operating area are provided. In a known manner, the circulating cableway1has a plurality of cableway vehicles4which can be moved by a conveyor cable F between the cableway station2and one or more further cableway stations (not shown). The shown cableway station2serves as an end station in which the cableway vehicles4are turned around. A first cable sheave3about which the conveyor cable F is deflected is arranged in the cableway station2for this purpose. A second cable sheave3, about which the conveyor cable F is likewise deflected, is arranged in another cableway station (not shown) so that a closed cable loop is formed along which the cableway vehicles4can be moved. The cableway vehicles4generally have a conveying body for receiving persons and/or objects, for example a chair or a car (indicated inFIG.1). The conveyor body is arranged in a known manner on a lower section of a hanger and can be suspended with the hanger from the conveyor cable.

Furthermore, the cableway vehicles4each have a suitable cable clamp4ain a known manner, with which the cableway vehicle4can be releasably coupled to the conveyor cable F. The cable clamp4ais generally arranged on an upper section of the hanger. In an entry area E of the cableway station2, the cable clamp4acan be opened by a suitable actuating device (not shown) in order to decouple the cableway vehicle4from the conveyor cable F. After decoupling, the cableway vehicle4can be braked and moved at reduced speed along a stationary vehicle guide device22parallel to a platform20up to the exit area A. The entry or exit of the passengers P at the platform20indicated by the arrows can thereby be facilitated. In the exit area A, the cableway vehicle4can be accelerated back up to the speed of the conveyor cable F and tightly coupled to the conveyor cable F again by opening and then closing the cable clamp4a. To move the cableway vehicles4decoupled from the conveyor cable F along the vehicle guiding device22, a suitable auxiliary drive can be provided in the cableway station2, for example a known tire conveyor or chain conveyor (not shown).

A suitable vehicle drive device21is provided for driving the cableway vehicles4. The vehicle drive device21can have, for example, a first drive unit21afor driving the cable sheave3, and a second drive unit21bfor driving the auxiliary drive. The drive units21a,21bare shown simplified inFIG.1. For example, the drive units21a,21bmay each have a suitable electric machine. Furthermore, a control unit17for controlling the vehicle drive device21is provided in the circulating cableway1. The control unit17can have suitable hardware and/or software. In addition to controlling the available drive units21a,21bof the vehicle drive device21, the control unit17can also be provided for controlling additional functions of the circulating cableway1, for example for controlling the parking system PS according to the present disclosure, which is described in detail below. The basic structure and the functioning of such a cableway1are known, which is why no more detailed description is given at this point.

As mentioned, the operating area BB of the cableway station2, in which the platform20is located, is adjoined by a parking area PB in which the cableway vehicles4can be parked outside operating hours or for maintenance. While the platform20is naturally accessible for passengers P in the operating area BB, the parking area PB is usually not accessible for passengers P. As mentioned at the outset, contrary to the shown embodiment, the parking area PB could also be provided, for example, at a different level than the operating area BB, for example below or above. This depends on the structural design of the cableway station2. However, for the function of the parking system PS according to the present disclosure, the position of the parking area PB within the cableway station2is immaterial to the description of the present disclosure.

In order to carry out the parking process, a parking system PS according to the present disclosure is provided in the parking area PB. In the parking system PS, a feed track5, at least one first stabling track6and at least one second stabling track7are provided. Furthermore, a transfer device8is provided for transferring cableway vehicles4from the feed track5onto the stabling tracks6,7. For example, the feed track5can be selectively connected to the vehicle guide device22arranged in the operating area BB via a suitable switch W, as shown inFIG.1. As a result, the cableway vehicles4can be ejected from the operating area BB into the parking area, for example after closing time. However, this is merely an example, and the parking system PS could also be arranged at a different location of the parking area PB. For example, the parking system could also be arranged (additionally or alternatively) on a point of the parking area PB remote from the operating area BB. In this case, for example, at least one of the stabling tracks6,7could function as the feed track of the parking system PS. As a result, cableway vehicles4could be moved from the corresponding stabling track6,7onto further downstream (not shown) stabling tracks.

The transfer device8has a displacement device V which is displaceable along a stationary guide device10in a movement direction BV specified by the guide device between a first transfer position U1(shown inFIG.1) and a second transfer position U2(not shown inFIG.1). The displacement device V has a first track segment11and a second track segment12spaced apart from the first track segment11in the movement direction BV. In the shown first transfer position U1, the mutually facing ends11a,6aof the first track segment11and the first stabling track6are aligned so that a cableway vehicle4can be moved from the first track segment11onto the first stabling track6. In addition, the mutually facing ends5a,12bof the feed track5and of the second track segment12are aligned so that a cableway vehicle4can be moved from the feed track5onto the second track segment12. When the displacement device V is located in the second transfer position U2(not shown), the mutually facing ends5a,11bof the first track segment11and the feed track5are then aligned so that a cableway vehicle4can be moved from the feed track5onto the first track segment11. In addition, the mutually facing ends12a,7aof the second track segment12and of the second stabling track7are aligned so that a cableway vehicle4can be moved from the second track segment12onto the second stabling track7. In order to reliably avoid a collision, a sufficiently small distance between the ends5a,11b,12bor6a,11aor7a,12afacing each other can also be provided.

In the shown example, the displacement device V has a (single) displacement carriage9on which the first track segment11and the second track segment12are arranged at a distance from one another. The first track segment11and the second track segment12can therefore be moved back and forth between the first transfer position U1and the second transfer position U2by means of the displacement carriage9. According to an alternative embodiment (which is described in more detail below with reference toFIG.2), however, the displacement device V can also have at least one first displacement carriage9aand one second displacement carriage9b. In this case, the first track segment11is arranged on the first displacement carriage9aand the second track segment12is arranged on the second displacement carriage9b. The first track segment11and the second track segment12can therefore be moved independently of one another along the stationary guide device10between the first transfer position U1and the second transfer position U2by means of the displacement carriages9a,9b.

The stabling tracks6,7, the feed track5and the track segments11,12of the displacement device V can each have a first guide rail6_1,7_1,5_1,11_1,12_1for guiding main guide rollers of the cableway vehicles4. In addition, the stabling tracks6,7, the feed track5and the track segments11,12of the displacement device V can in each case also have a second guide rail6_2,7_2,5_2,11_2,12_2(not shown inFIG.1) for guiding support guide rollers of the cableway vehicles4. Within the scope of the present disclosure, the main guide rollers are to be understood as those rollers of a cableway vehicle4with which the cableway vehicle4is moved along a main guide rail of the vehicle guide device22. The weight of a cableway vehicle4is therefore supported on the main guide rail of the vehicle guide device22via the main guide rollers. As a rule, one or more such main guide rollers are arranged in the region of the cable clamp4a.

Within the scope of the present disclosure, the support guide roller is understood to be those rollers of a cableway vehicle4which are provided in addition to the main guide rollers and with which the cableway vehicle4is guided along a support guide rail running parallel to the main guide rail of the vehicle guide device22. The support guide rollers serve to minimize lateral pendulum movements of the cableway vehicle4transversely to the movement direction. In general, one or more such support guide rollers are arranged in the region of the cable clamp4aper cableway vehicle4. The structural design and the function of the vehicle guide device22and the main guide rollers and the support guide rollers are known, which is why no further description is given here.

Furthermore, it can be advantageous if the stabling tracks6,7have a straight section in each case at least in the region of their stabling track ends6a,7a, that the feed track5has a straight section at least in the region of its feed track end5a, and that the track segments11,12of the displacement device V each have a straight section at least in the region of their segment ends11a,11b,12a,12b. In the shown example, track segments11,12are straight over their entire length. Of course, other courses of the stabling tracks6,7, of the feed track5and of the track segments11,12would also be conceivable, for example curved courses.

In the example according toFIG.1, the longitudinal axes of the straight track segments11,12are parallel to one another, and the movement direction BV of the displacement device V runs along a straight line, here normal to the longitudinal axes of the track segments11,12. In an alternative embodiment (which is described in more detail below with reference toFIG.3), the longitudinal axes of the track segments11,12can also be arranged in a segment angle ß relative to one another, and the movement direction BV of the displacement device V can run curved, preferably circular. Depending on the available space, a suitable embodiment can be selected. A combination of several and possibly different parking systems PS within a parking area PB would naturally also be possible.

In order to reliably avoid a collision of cableway vehicles4on adjacent parking rails6,7, it is advantageous if at least the stabling track ends6a,7aof the stabling tracks6,7facing the displacement device V are spaced apart from one another in the movement direction BV of the displacement device V in a parking distance PA which corresponds to at least one vehicle width FB of a cableway vehicle4. However, the parking distance PA is preferably selected to be somewhat larger. For example, the parking distance PA can be a sum of the vehicle width FB and a defined safety distance. The safety distance can be, for example, in the range of a few centimeters up to one meter or more. The distance between the track segments11,12(or between the ends11a,12a) is therefore half the parking distance PA.

As mentioned, however, the stabling tracks6,7do not necessarily have to be straight and also do not necessarily have to be arranged at a right angle to the movement direction BV of the displacement device V (as inFIG.1). For example, the stabling tracks6,7could also be straight and can each be arranged at a specific angle relative to the movement direction BV of the displacement device V. The stabling tracks6,7could also be arcuate or curved. In order to reliably avoid a collision of cableway vehicles4on the adjacent parking rails6,7, the parking distance PA should, of course, not be less than the minimum possible over the entire length of the parking rails6,7. However, the cableway vehicles4could also be parked in a type of zipper system on the stabling tracks6,7, so that they partially overlap in the transverse direction (transversely to the longitudinal direction). In this case, the parking distance PA could also be less than the vehicle width FB.

A segment length SL of the track segments11,12of the displacement device V (transversely to the movement direction BV of the displacement device V) is preferably at least one cable clamping length SKL of a cable clamp4a. The cable clamping length SKL of the cable clamp4ais shown inFIG.1by way of example for the cableway vehicle4which is located in front of the entry area E in the cableway station2.

If the circulating cableway1is designed as a multi-cable circulating cableway, the cableway vehicles4then have at least one additional suspension cable beyond the conveyor cable F. A running gear with a number of rollers is provided on each of the cableway vehicles4, with which the respective cableway vehicle4rolls along the at least one suspension cable. The suspension cable therefore serves as a path, and the conveyor cable F serves as a hauling cable for driving the cableway vehicle4. In such a multi-cable circulating cableway1, the segment length SL of the track segments11,12is preferably at least one running gear length of the running gear of a cableway vehicle4(not shown). This ensures that the track segments11,12have a sufficient length in order to completely accommodate a cableway vehicle4. Known multi-cable circulating cableways are, for example, the two-part cableway with a hauling cable and a suspension cable or the three-cable circulating cableway (also referred to as3C-way) with two suspension cables and a hauling cable.

The stationary guide device10preferably has at least one guide rail10aand the displacement device V has a number of rolling elements13with which the displacement device V rolls along the at least one guide rail10a. The number of rolling elements13can, for example, have rollers, wheels, balls, or the like, which are mounted in a suitable manner on the displacement device V. For example, the displacement carriage9can have a frame, for example made of profiled tubes, as indicated inFIG.1. The rolling elements13can be arranged on the side of the frame of the displacement carriage9and roll along the guide rails10a,10b.

As shown inFIG.1, the stationary guide device10can also have two (or more) guide rails10a,10bspaced transversely to the movement direction BV of the displacement device V, along which guide rails the displacement device V can be moved by means of the rolling elements13. The guide rails10a,10bcould, for example, each have a U-shaped profile rail with open sides facing one another. In this case, the rolling elements13could be accommodated between the opposite (upper and lower) legs of the U-shaped profile rails. The number of rolling elements13can, for example, also have one or more toothed wheels, and a suitable toothed rack could be provided on the at least one guide rail10a(not shown). Precise and reproducible positioning of the displacement device V along the stationary guide device10can thereby be achieved.

Furthermore, a drive device14for driving the displacement device V along the stationary guide device10can be provided in the parking system PS. The drive device14can, for example, have an electric drive unit, for example an electric motor, which is arranged on the displacement device V, for example on the displacement carriage9inFIG.1. In this case, the drive device14can, for example, be designed to drive one or more rolling elements13and can be moved along with the displacement device V. Alternatively, the drive device14could also act, for example, from outside on the displacement device V and would therefore not be a part of the displacement device V. in this case, the drive device14could, for example, have a chain drive, a toothed belt drive, an actuating cylinder or the like, and can be arranged on a suitable stationary structure of the cableway station2.

Furthermore, the displacement device V can have a first conveying device15for conveying a cableway vehicle4along the first track segment11and a second conveying device16for conveying a cableway vehicle4along the second track segment12. In the shown example, the first conveying device15and the second conveying device16are each designed as a tire conveyor, similar to the auxiliary drive mentioned above, which can be provided for moving the cableway vehicles4decoupled from the conveyor cable F along the vehicle guide device22. A tire conveyor can have a number of tires arranged one behind the other in the longitudinal direction of the respective track segment11,12, as schematically indicated inFIG.1. The tires can be driven by a suitable drive unit, for example an electric motor which can be controlled by the control unit17, for example, as indicated inFIG.1by the connecting lines. The drive units of the conveying devices15,16are not shown for the sake of simplicity. To drive the cableway vehicles4, the tires of the tire conveyors can interact in a known manner with a friction lining of the cableway vehicle4which can be provided, for example, in the region of the cable clamp4a. Of course, this is to be understood only by way of example, and the conveying devices15,16could also be designed differently, for example as chain conveyors, toothed belt conveyors, etc.

It is also advantageous if, in the parking system PS, a third conveying device (not shown) for conveying cableway vehicles4along the first stabling track6, and/or a fourth conveying device (not shown) for conveying cableway vehicles4along the second stabling track7, and/or a fifth conveying device (not shown) for conveying cableway vehicles4along the feed track5are provided. The third, fourth and fifth conveying devices can, for example, in turn have a tire conveyor, chain conveyor, toothed belt conveyor, or the like. However, the stabling tracks6,7could in principle also be designed to be drive-free. The cableway vehicles4could, for example, be pushed by the respective following cableway vehicle4from the first or second conveying device15,16onto the respective stabling track6,7. A (preferably changeable inclination) of the stabling tracks6,7would also be conceivable so that the cableway vehicles4can be moved along the stabling tracks6,7by gravity.

In addition to controlling the drive device14of the displacement device V, the first conveying device15and the second conveying device16of the displacement device V, the control unit17can also be designed to control the third conveying device of the first stabling track6, to control the fourth conveying device of the second stabling track7and to control the fifth conveying device of the feed track5.

Furthermore, it is advantageous if a first sensor device18is provided which is designed to generate a first sensor signal S1representative of a position of the displacement device V on the guide device10. Likewise, a second sensor device19can be provided which is designed to generate a second sensor signal S2representative of a presence of a cableway vehicle4in a specified section of the supply track5. The control unit17can use the first sensor signal S1and the second sensor signal S2for controlling the parking process, in particular for controlling the first and second conveying devices15,16of the track segments11,12and for controlling the fifth conveying device of the feed track5. The specified section of the feed track5can, for example, be a region of a specific length, e.g., a few meters, adjacent to the end5a.

For example, the control unit17can activate the first and second conveying devices15,16of the track segments11,12only when it has been detected on the basis of the first sensor signal S1that the displacement device V is located in the first transfer position U1or in the second transfer position U2, and if it has been recognized on the basis of the second sensor signal S2that a cableway vehicle4is located on the feed track5. The sensor devices18,19can each have a number of suitable sensors which communicate wired or wirelessly with the control unit17. For example, electrical end switches or inductive, capacitive, or optical sensors can be used as sensors. For the sake of simplicity, the sensor devices18,19are shown inFIG.1in the region of the control unit17. In practice, the sensors are of course arranged at a suitable location in order to generate the respective sensor signal S1, S2.

The design of the parking system PS has now been sufficiently described. For the sake of completeness, the use of the parking system PS for executing a parking process with a number of cableway vehicles4is described below.

First, a first cableway vehicle4is moved onto the feed track5, for example by the vehicle guide device22via the switch W. If the parking system PS is additionally or alternatively located at another location in the parking area PB, one of the stabling tracks6,7can then also function as the feed track, for example. For the sake of simplicity, however, reference is made to the embodiment shown inFIG.1. If the displacement device V is located in the first transfer position U1shown inFIG.1, the first cableway vehicle4can then be moved from the feed track5onto the second track segment12of the displacement device V. This can take place, for example, by simultaneous activation of the second conveying device16of the second track segment12and of the third conveying device (not shown) of the feed track5. If the displacement device V is located in the second transfer position U2(not shown inFIG.1), the first cableway vehicle4can then be moved from the feed track5onto the first track segment11of the displacement device V. This can take place, for example, by simultaneous activation of the first conveying device15of the first track segment11and of the third conveying device (not shown) of the feed track5.

If the first cableway vehicle4is located on the second track segment12(which can optionally be detected by another sensor device, for example), the displacement device V, including the first cableway vehicle4, is moved along the stationary guide device10from the first transfer position U1to the second transfer position U2. This can be done by the control unit17correspondingly controlling the drive unit14of the displacement device V. If the first cableway vehicle4is located on the first track segment11(which can in turn be detected by another sensor device, for example), the displacement device V, including the first cableway vehicle4, is moved along the stationary guide device10from the second transfer position U2into the first transfer position U1.

If the displacement device V is located in the respective end position (first or second transfer position U1, U2) (which can be detected, for example, by the first sensor device18), then the first cableway vehicle4is moved from the first track segment11onto the first stabling track6or from the second track segment12onto the second stabling track7. This can be done by the control unit17controlling the first or second conveying device15,16and, if applicable, any provided third conveying device of the first stabling track6or any provided fourth conveying device of the second stabling track7.

While the first cableway vehicle4is moved in the first transfer position U1from the first track segment11of the displacement device V onto the first stabling track6, a subsequent second cableway vehicle4can already be moved from the feed track5onto the second track segment12of the displacement device V. In the same way, the second cableway vehicle4can already be moved from the feed track5onto the first track segment11of the displacement device V, while the first cableway vehicle4is moved in the second transfer position U2from the second track segment12onto the second stabling track7. As a result, the parking process can be accelerated compared to the prior art, because the subsequent cableway vehicle4can already be parked on the displacement device V. The described parking process can now be repeated with additional cableway vehicles4following the second cableway vehicle4. When a maximum storage capacity on the first stabling track6and/or on the second stabling track7is reached, another subsequent cableway vehicle4can also be parked, for example, on the first track segment11or the second track segment12of the displacement device V.

FIG.2shows an alternative embodiment of the parking system PS according to the present disclosure. While the displacement device V has a single displacement carriage9in the example according toFIG.1, the displacement device V according toFIG.2has two separate displacement carriages9a,9bwhich can be moved independently of one another along the stationary guide device10. In the shown example, the stationary guide device10has a single guide rail10a. Of course, two parallel guide rails10a,10bwould also be conceivable as shown inFIG.1, or possibly also more than two guide rails. The first track segment11is arranged on the first displacement carriage9a, and the second track segment12is arranged on the second displacement carriage9b. A first conveying device15for conveying a cableway vehicle4along the first track segment11is provided on the first displacement carriage9aand can be designed as a tire conveyor (only by way of example). In the same way, a second conveying device16for conveying a cableway vehicle4along the second track segment12is provided on the second displacement carriage9band can in turn be designed as a tire conveyor (merely by way of example). The tires of the tire conveyors15,16indicated inFIG.2can be driven by a suitable drive unit which can be controlled by the control unit17. Furthermore, a third conveying device for conveying the cableway vehicles4along the first stabling track6, a fourth conveying device for conveying the cableway vehicles4along the second stabling track7, and a fifth conveying device for conveying the cableway vehicles4along the feed track5are provided here. The third, fourth and fifth conveying devices can in turn have a tire conveyor, as indicated inFIG.2, but alternatively could also have another suitable drive, e.g., a chain conveyor, toothed belt conveyor, etc.

While the track segments11,12in the example according toFIG.1only have a first guide rail11_1,12_1for the main guide rollers of the cableway vehicles4, in the example according toFIG.2, the track segments11,12each have an additional second guide rail11_2,12_2for the support guide rollers of the cableway vehicles4. Lateral pendulum movements of the cableway vehicles4can thereby be reduced (in particular during the movement of the displacement carriages9a,9b), whereby the risk of damage can be reduced. In an advantageous manner, the stabling tracks6,7also each have a first guide rail6_1,7_1for the main guide rollers of the cableway vehicles4and a second guide rail6_2,7_2arranged parallel thereto for guiding the support guide rollers of the cableway vehicles4. As indicated inFIG.2, the second guide rails6_2,7_2of the stabling tracks6,7do not have to extend over the entire length of the first guide rail6_1,7_1, but could optionally also be shorter and can be provided, for example, only in a section adjacent to the displacement device V. In the sections of the stabling tracks6,7more remote from the displacement device V, it can be sufficient if only first guide rails6_1,7_1are provided.

The basic function of the parking system PS according toFIG.2is the same as inFIG.1. In the shown first transfer position U1, the first displacement carriage9ais positioned such that the first track segment11is aligned with the first stabling track6so that a cableway vehicle4can be moved from the first track segment11onto the first stabling track6. In addition, the second displacement carriage9bis positioned in the first transfer position U1such that the second track segment12is aligned with the feed track5so that a cableway vehicle4can be moved from the feed track5onto the second track segment12. In the second transfer position U2(not shown), the first displacement carriage9ais positioned such that the first track segment11is aligned with the feed track5so that a cableway vehicle4can be moved from the feed track5onto the first track segment11. The second displacement carriage9bis positioned in the second transfer position U2such that the second track segment12is aligned with the second stabling track7, so that a cableway vehicle4can be moved second track segment12onto the second stabling track7.

Due to the mutually independent mobility of the displacement carriages9a,9b, however, they do not always have to be moved simultaneously and not always at the same speed or acceleration during the execution of the parking process. This enables a more flexible control of the parking process. Of course, the two displacement carriages9a,9bcan also be synchronized so that they are moved simultaneously. In this case, the displacement carriages9a,9beach have their own drive unit14a,14b, e.g., in the form of an electric motor. In this case, the drive devices14a,14bare part of the displacement carriages9a,9band are moved together therewith. As already mentioned inFIG.1, however, one or more external drive devices14could also be provided which act on the displacement carriages9a,9b, but are not part of the displacement carriages9a,9b(for example chain drive, toothed belt drive, etc.).

FIG.3shows another alternative embodiment of the parking system PS according to the present disclosure. The parking system PS is constructed substantially the same as inFIG.1and has a displacement device V with a (single) displacement carriage9which can be moved along a stationary guide device10which has two parallel guide rails10a,10b. In contrast toFIG.1, however, the stationary guide device10is not straight here, but curved. The displacement carriage9is therefore movable in a curved movement direction BV along the stationary guide device10between the first transfer position U1shown inFIG.3and the second transfer position U2(not shown inFIG.3). In an advantageous embodiment, the movement direction BV can be, for example, a circular path with a circle center M. Of course, other curve shapes would also be conceivable, for example an elliptical path or the like.

In this case, the feed track5is straight and runs from the circle center M in the radial direction to the stationary guide device10. The first track segment11and the second track segment12of the displacement carriage9are straight and also run in the radial direction. While the track segments11,12inFIG.1are arranged parallel to one another, the track segments11,12are arranged inFIG.3in a track segment angle α relative to one another on the displacement carriage9. The stabling tracks6,7are also straight here and adjoin the stationary guide device10at the side opposite the feed track5and also run in the radial direction. The stabling tracks6,7are arranged in a stabling track angle β relative to one another, which corresponds to twice the track segment angle α. Furthermore, the function of the parking system PS is unchanged compared to the embodiment according toFIG.1. This means that the displacement carriage9can be moved between the shown first transfer position U1and the second transfer position U2(not shown).

In the shown first transfer position U1, the first free end11aof the first track segment11is aligned with the free end6aof the first stabling track6, and the second free end12bof the second track segment12is aligned with the free end5aof the feed track5. In the second transfer position U2(not shown), the second free end11bof the first track segment11is aligned with the free end5aof the feed track5, and the first free end12aof the second track segment12is aligned with the free end7aof the second stabling track7. In order to avoid repetition, reference is made to the explanations ofFIG.1with regard to the advantageous embodiments, which apply analogously to the embodiment ofFIG.3.

Exemplary embodiments of the disclosure have been described above to explain the principles of the present disclosure and its practical application to thereby enable others skilled in the art to utilize the present disclosure. However, as various modifications could be made in the constructions and methods herein described and illustrated without departing from the scope of the present disclosure, it is intended that all matter contained in the foregoing description or shown in the accompanying drawings, including all materials expressly incorporated by reference herein, shall be interpreted as illustrative rather than limiting. Thus, the breadth and scope of the present disclosure should not be limited by the above-described exemplary embodiment but should be defined only in accordance with the following claims appended hereto and their equivalents.