JPH072092A - Mountain railway - Google Patents

Abstract

PURPOSE: To easily get on and off a cabin in a station and to obtain optimum comfortableness by horizontally maintaining the cabin using a level-dependent control device of a drive device for pivotally mounting the cabin on a truck and operating between the truck and cabin, even if the cabin is present in any position between a mountaintop station and a mountain foot station. CONSTITUTION: In this mountain railway, cabins 3a, 3b, 3c are supported by trucks 45a, 45b, 45c and respectively pivotally fixed to turn shafts 5 at the top ends of the trucks 45a, 45b, 45c. A leading car 2 is connected to the top end of the configured body. Bottom-side cabin front faces 4 and top-side cabin front faces 60 are formed in curved faces each having its curvature center nearly at the closest top-side turn shaft 5, while having an integral form by panels 61 on horizontal rails. Hydraulic cylinders 6 keep the cabins 3a-3c horizontal, while first level controllers 48 provided in the respective cabins 3a-3c control the hydraulic cylinders 6. When the level controller 48 is displaced, the level controller 48 outputs a control signal to the hydraulic cylinder 6 to move the cabin end part up and down. Second level controllers 49 monitor the movement of the cabin end parts.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to mountain railways, in particular cable railways according to the general term of claim 1. This type of railroad is mainly used for tourism purposes and has been well known and commonplace for decades. When implemented as a cogwheel train, it can strike very steep slopes of 800/1000 or more.

[0002]

BACKGROUND OF THE INVENTION For space reasons, this type of railway cabin mainly provides standing seats. The cabin floor is designed in a staircase shape to match the average grade of the track to create a slope that more or less endurance passengers can stand during the journey. Nonetheless, the slope of the floor of a running cabin often changes considerably, endangering passengers by tumbling items such as baggage and skis. The foothills of the known railway and the station building at the summit are also built on slopes. They have long stair-like platforms to provide access to the cabin doors. Unsurprisingly, access to the cabin is thus hindered, especially if you have to carry baggage, skis or strollers. Such a design is particularly unsatisfactory for people with disabilities in wheelchairs.

[0003]

SUMMARY OF THE INVENTION Accordingly, one object of the present invention is to avoid these inconveniences, and in particular, to improve the cabin entry / exit at the station to provide an optimum riding comfort. Is to create a mountain railway. Yet another object of the invention is to simplify the design of railways, as it allows the optional use of generally longer or shorter constructions. On the one hand, these features should improve the operation and maintenance of the mechanical parts while maintaining optimum operational safety. Finally, the object of the invention is also to provide a simple and effective device for keeping the cabin straight with respect to the track. According to the invention, these problems are solved by a mountain railway having the features of claim 1.

[0004]

[Means for Solving the Problems] The cabin is hinged on a carriage. As a result, the cabin can always be kept horizontal even if the slope of the track changes. Thus, an optimal riding comfort is guaranteed even for standing passengers. However, this design also allows the runway to be nearly horizontal at the summit or foothill stations, and any intermediate stations where applicable. In this way, passengers can get on and off the mountain railway as if they were ordinary railroads.
This greatly simplifies the design of the station building.

[0005]

Further advantages can be ensured if the trolley is connected to a leading vehicle equipped with means for providing a drive for raising and lowering the cabin. In this case, the leading vehicle may further include a braking device equipped with braking means that acts on the track. This solution eliminates the further weaknesses of conventional railroads, that is to say that maintenance is not human-friendly as a result of the inaccessible access to the undercarriage bogies and important mechanical parts of the track brakes.
Storing such elements in individual leading vehicles allows repairs and maintenance to be performed from above. This makes the truck unit and cabin design easier,
Even for major inspection work, the entire leading vehicle can be transported to the work area relatively easily. Replacing a defective lead car with a spare car is just as easy and avoids longer outages for mountain railways.

The leveling drive of the cabin may preferably be hydraulically actuated, in which case the lead vehicle comprises at least one pressure accumulator and at least one hydraulic pump filling the accumulator. . Preferably, one to several hydraulic pressure accumulators are used, and each run is filled with a hydraulic pump driven by an electric motor at each station. To supply power to the electric motor, the leading car runs on the power rail in the station.

However, in order not to rely on these electric pump motors, it is particularly convenient to connect at least one hydraulic pump to each of the running wheels or running wheel axles of the leading vehicle via a transmission. It is possible to drive during a hill or downhill journey.

In the case of a cable railway, the drive is made by a tow rope guided on the track, and the tow rope is attached to the leading vehicle via a rope clamp device. The leading vehicle is preferably connected to the top end of the cabin truck unit. If the mountain railway is a cogwheel type railway, a drive motor having a drive gear that meshes with the rack is stored in the leading vehicle. In this case, the leading vehicle is connected to the bottom end of the cabin truck unit, so that the uphill stroke has a pushing motion. However, for flat routes, the lead train could be designed as a locomotive with conventional viscous drive. here,
Linear motor drives can also be recalled.

In the case of a cable railway, since the braking devices are immediately activated when there is a relative deviation between the tow rope and the leading vehicle or the tow rope is loosened,
It is advisable to equip the leading vehicle with a rope tension monitoring device.

If the lead car has a housing which is open to the bottom, the housing is closed from above with at least one cover and in the open position there is access to the upper side of the vehicle, all mechanical elements assigned to the lead car. And the access to the components from above is particularly good. The leading car could be fitted with seats for passengers. If the cabin horizontal maintenance drive device is operated by an electric motor, the leading vehicle is equipped with at least one electric storage device and one electric storage device charging generator. By doing this, you will be able to charge the battery while driving.

In order to be able to keep a long vehicle horizontal, it may be necessary to raise the bottom edge by a few meters, which is difficult to achieve due to stability to wind and centrifugal forces. In any case, such an implementation would not meet the aesthetic requirements. Therefore, several trolley units are interconnected by a vehicle coupler, each cabin is pivotable and hinged to the top end of the trolley, and at least the front and rear cabins facing each other are curved. In any case, it is particularly convenient if the center of curvature is located approximately at the height of the top turning axis. Such a design results in an articulated structure with which the cabin engages to form a staircase on a sloped track. On the other hand, in the case of a horizontal runway such as in a station, the structure looks like a normal train. Contrary to the current large cabins, which have to be individually designed, small cabin units can be manufactured continuously with cost advantages.

For safety reasons, each trolley of the construction is connected via a safety rope to a lead car with an energy store holding a braking device in the open position. If the vehicle coupler breaks, the entire structure is held together by the safety rope.

For example, by equipping the bogie or the leading car with tire wheels respectively, quiet and vibration-free running can be obtained. In this case, since the trolley is supported when the tire wheel pressure drops, a sliding block can be attached immediately above each tire wheel. This prevents the bogie from collapsing and allows the component to continue traveling to the nearest station at crawling speed.

The top and / or bottom ends of the structure may be fitted with snow removing elements which can be biased into the track by spring pretensioning. This helps keep the train running in any weather, alpine areas, by removing snow and ice from the track.

The cabin leveling drive comprises hydraulic cylinders which operate between the carriage and the cabin and which are preferably hinged laterally in two locations and controlled in parallel. These hydraulic cylinders are supported on the bottom shaft of the truck.

However, it is particularly expedient to keep the cabin horizontal, based on a drive with two racks hinged to the side of the trolley, in which case it is mounted on the motor drive transverse shaft in the cabin. The pinion gear thus set meshes with each rack. Contrary to the hydraulic cylinder solution, the rack elements have the advantage that their entire length can be effectively used for the raising and lowering movements of the cabin. On the other hand, for hydraulic cylinders, in any case, even a telescoping design of several parts will leave a wasteful partial length. The horizontal axis motor may be a rotary liquid motor with a built-in brake. Alternatively, it may be an electric gear motor with a built-in brake.

In particular, if the rack element is supported on the bottom axis of the trolley and forms a curve centered approximately at the height of the top pivot axis, and the bottom front wall of the cabin approximately corresponds to the curve of the rack element. It is advantageous. By doing this, the rack element
It can be stored exceptionally well in terms of design, space saving and aesthetics.

Of course, the cabin can also be adjusted by other leveling methods in relation to the carriage. Electromechanical systems operated by spindle motors can also be envisioned. A power rail would be required to follow the track for the entire length to provide energy. Alternatively, the drive system could be powered from a battery in the lead car. The hydraulic cylinders could also be arranged parallel to the vehicle and could act on the cabin via angular levers or other gear elements. Finally, it is not mandatory to place the pivot for the cabin at the top of the truck. The swivel axis can also be located closer to the center of the bogie to allow horizontal positioning in both directions of inclination. The cabin leveling drive can be controlled by a first level controller in the cabin whose function is monitored by a second level controller for safety reasons. The limit value of the second level controller is set to be higher or lower than that of the first level controller, respectively. If these limits are exceeded, the construct will stop.

Embodiments of the invention are described in further detail below and are presented in the drawings. Furthermore, the individual features of the invention are revealed thereby. They are significant either by themselves or in combination with other features.

[0020]

1 and 2 show a conventional cable railway using the state of the art.
It is adjusted according to the track 59 that is inclined at an angle α.
At the station, access to the large cabin is made from the stepped platform 1 that matches the slope of the track. The floor of the large cabin is also stepped to compensate for at least some of the changes in slope angle. All important technical equipment, such as rope clamps and brakes, are located under the floor of the large cabin 58 and are therefore difficult to access.

3 and 4 show, by contrast, a structure consisting of three connected cabins 3a, 3b, 3c and one leading car 2, the leading car in this case being the top end of the structure. Are linked to. However, the leading vehicle may be located at the bottom edge or center of the structure. The cabin is a cart 45a, 4
The cabins are supported by 5c and 45c, and each of the cabins is hinged to the swing shaft 5 at the top end of the carriage. The individual cabins as a whole appear to be almost uninterrupted, since at least the front faces of the cabins facing each other are appropriately curved. The bottom cabin front face 4 and the top cabin front face 60 form a curve centered on the top pivot axis 5 which is the closest. Front panel 6 on the side panel 61
By installing it on the side of 0, the horizontal road as shown in FIG. 3 always produces a visual impression as if it were an integral structure.

The hinged construction with a relatively small bogie shaft base allows for better running in vertical and horizontal curves than conventional cable railways with long, large cabins (FIGS. 1 and 2). is there. Individual wheel load is less,
It also has a definite effect on the sizing of trucks and tracks. Eight or more cabins can be connected depending on the grade of the track. Obviously, the number of cabins used can also be adapted to the required transport capacity, as is the case with aerial ropeways. Since each cabin is individually controlled, the horizontal positioning of the cabin is always guaranteed, even if the slope varies within the entire length of the construction.

5 and 6 show a cabin 3 with a hinge.
The details of a are shown. The carriage 45 has tire wheels 1 running on either an H-shaped cross section girder 9 or a concrete beam 10.
1 is equipped. In certain cases, combinations of these track alternatives are also conceivable. Horizontal guide roller 7
And vertical support rollers 8 guide the carriage safely along the track, preventing the cabin from tilting longitudinally or laterally. All trucks of the construction are rigidly connected to the leading vehicle by safety ropes 32. The end socket 33 of this safety rope is located at the mechanical stop of the lowest bottom carriage of the cabin 3a. Therefore, although not shown in detail here, if the vehicle coupling breaks,
The structure is held together by a safety rope 32. Figure 5
Shows various fixed rope rollers 62 that help guide the tow rope 20.

A cabin 3a hinged to the swivel shaft 5
The horizontal maintenance of ~ 3c is achieved by means of two hydraulic cylinders 6 arranged side by side and supported by a joint 46 on the bottom axle of the truck. In the cabins 3a-3c, these hydraulic cylinders are also supported by the joint shown at position 47. In certain cases it is also conceivable to incorporate only a single central hydraulic cylinder. The control of both hydraulic cylinders is performed by a first level adjuster 48 that is rigidly connected to each of the cabins 3a-3c. When the level adjuster deviates from horizontal, a negative or positive control signal is sent to the hydraulic cylinder to raise and lower the cabin end. The operation of the first level adjuster 48 is monitored by a second level adjuster that is of the same type but responds respectively to a higher or lower limit value than the first level adjuster 48. If these limits are exceeded, an emergency limit switch, not shown here in detail, is activated, switching the drive of the tow rope 20 off.

The individual cabins are, of course, also buffered by shock absorbers not shown here in detail. The window 63 of the cabin is made as large as possible so that the passengers can be provided with a complete view. Contrary to traditional cabins with stepped floors, all passengers enjoy an unobstructed view.

7 and 8 are schematic views showing details of the leading vehicle. This vehicle contains all the important mechanical, electrical and hydraulic elements for vehicle control. The bogie of this leading vehicle is also equipped with tire wheels 11 and is held by horizontal guide rollers 7 and vertical support rollers 8. As an alternative or in addition, a sliding support plate 12 can be considered for holding the carriage on the track.
The lead car is enclosed in a housing 64 which is open towards the track and has a tiltable cover 34 at the top. As a result, all components are easily accessible from above.

The tow rope 20 is a curved sliding block 2
1 and is secured to an additional rope clamp 23 which increases friction. For reasons of space, the sliding block 21 can be positioned at a slight angle on the track surface. To guide the tow rope in this mooring system, guide trumpets 22, for example made of plastic material, are conceivable on both sides. The sliding block is movable in relation to the bogie of the leading vehicle, that is, between two springs 24 that hold the sliding block in the neutral position. When the change in rope tension exceeds an appropriate allowable value, the hydraulic valve 25 operates and the rail brake operates in an emergency.

The rail brake comprises, as is known, a hydraulic cylinder whose piston is pre-pressed by a spring assembly. The brake is hydraulically opened. As soon as the hydraulic pressure decreases or suddenly decreases, the brake tongue 65 is closed and the leading vehicle is stopped.

The hydraulic system for maintaining the rail brake in the open state and the hydraulic system for operating the cabin horizontal maintenance hydraulic drive device are respectively a hydraulic pressure type accumulator 13
Is supplied from. These accumulators are filled with liquid from the tank 18 via the pump. Further, in addition to the hydraulic pump driven by an electric motor, which fills the hydraulic pressure accumulator 13 and stops the pressure each time the train stops at the station, at least one extra hydraulic pump 16 connected to the running wheels via gears 16
Can be considered. In the embodiment, the gear 14 and the toothed belt 1
A gear with 5 is shown. These additional hydraulic pumps can recover energy taken from the accumulator 13 to keep the cabin horizontal during operation.
Thus, the required hydraulic pressure for braking and maintaining horizontal
It can always be used even in an emergency.

Apart from the hydraulic brake and the drive system, the vehicle 2 also contains the necessary electrical control unit 19 with an auxiliary storage battery.

The safety rope 32 is fastened to the rear end of the leading vehicle 2 by an end socket 33. A further safety element is a special sliding block 26 arranged in the area of each tire wheel just above the track, as seen in FIG.
If the tire wheel loses pressure or ruptures, the trolley rests on the sliding block 26 to avoid a collapse and the train can continue to the station at a reduced speed. This safety device is monitored by an electrical limit switch 27, which immediately cuts off the drive of the tow rope in the event of such an emergency.

Snow removing element 2 fixed to the leading vehicle
8 also enhances operational safety but can be eliminated. The element is hinged and spring 29
Is pressed against the support roller 30 by this, so that it is possible to accurately hold it on the track in millimeters and scrape off snow and ice. The counter pressure roller 31 prevents the snow blower from floating. Both the support roller 30 and the counter-pressure roller 31 are advantageously manufactured from plastic or hard rubber. A similar snow removing element can be attached to the carriage of the bottommost cabin 3a at the rearmost end. During periods of non-use, for example in the summer, the snow removal element is easily removed or, if appropriate, lifted off the track.

FIG. 9 shows a leading vehicle 2 having a slightly different bogie.
FIG. 6 is a cross-sectional view of a modified example of FIG. In this case, the entire structure runs on conventional rail rails. Double edging wheel 3
5 guides the structure laterally, while the adjacent flat running wheels 36 are designed to be relatively wide so that they can always travel beyond the inwardly located switching region. The rail brake 17 grips only the outer rail 37 on which the edging wheel 35 travels. As with the embodiment of FIG. 7, the sliding / supporting plate 12 is also considered to prevent collapse in this case. The driving of the hydraulic pump 16 for filling the pressure accumulator 13 is the same as or similar to that of the above-described embodiment.

In this embodiment, the anchoring of the tow rope 20 to the relaxed rope release device is in a conventional manner with the rope saddle 40, socket 38 and spring assembly 39.

FIG. 10 shows a hydraulic system for filling the hydraulic pressure type accumulator 13 in a somewhat simplified form. Experts are familiar with how these pressure accumulators work and are therefore not described in further detail here. Hydraulic pump 16
Thereby, the pressure liquid is drawn out from the tank 18 through the suction line 66. The hydraulic pump 16 is connected to the traveling wheel 11 via the gear 14. The pump operates in forward and reverse rotation directions, for example, during uphill and downhill strokes. For this reason
The hydraulic pump has two suction lines 66 and two pressure lines 67.
In parallel with each other, where the check valves 4 on each side
1 ensures reversible operation of the pump.

The safety valve 42 limits the pressure in the pressure line 67. A two-position directional control valve 44 makes it possible to connect the pressure accumulator 13 to the discharge side of the pump or to recirculate the pressure liquid to the tank without pressure. The directional control valve 44 is controlled by two pressure switches 43 which regulate the accumulator in this way. Of course, the hydraulic system further includes elements such as a safety valve not shown here.

11 and 12 show an alternative drive device for maintaining the cabin horizontal, taking the intermediate cabin 3b as an example.
For this purpose, the cabin is also hinged to the swivel axis 5 located on the top side of the carriage 45. However,
Two vertical rack parts 55 instead of two hydraulic cylinders
Are also used, which are also supported by a joint 46 carried on the bottom shaft of the bogie. The rack portion is designed to be curved, and the center of curvature is approximately at the height of the swivel axis 5.
The curvature also corresponds to the curvature of the bottom cabin front 4. The counter pressing roller 68 presses each rack portion 55 against the pinion 54 seated at the end of the horizontal axis held by the cabins 3a to 3c. As implied by the pinion 54A of FIG. 11, the pinion can engage over the length of the rack. This helps avoid element length problems, such as those encountered with vertically arranged lift cylinders. The horizontal axis 53 can be arranged, for example, below the seat 52 to save space.

The horizontal axis is driven by a rotary hydraulic motor 50 equipped with a spring biased brake 51. This brake can safely prevent rotational movements and thereby prevent lifting movements whenever necessary. Similar to the hydraulic cylinder, the hydraulic motor is supplied with liquid by a pressure accumulator in the leading vehicle 2. Electric gearmotors with built-in brakes could also be replaced by hydraulic motors.

It is recommended to attach a curved reinforcing plate between the two rack portions 55 for reasons not only of lateral rigidity but also of aesthetic grounds. For this purpose, it is advantageous to use a lightweight metal hollow design. The stiffening plate 56 also allows for a lighter weight design for the cabins 3a-3c.

FIG. 13 schematically shows an example of a running course from the foothill station 69 to the summit station 74 as an example. At both stations, the track is virtually horizontal. A straight section 72 follows the first slope 71. The straight section 72 is followed by a second slope 73 leading to the summit station 74. In the case of a cable railway and depending on the design, the passing area 75 can be arranged at an intermediate marking point on the track.

[0041]

As described above, according to the present invention,
The cabin can be kept in a horizontal plane in any position regardless of the grade of the track and important components are stored in the lead car and easily accessible from above.

[Brief description of drawings]

FIG. 1 is a side view of a conventional cable railway using the state of the art.

FIG. 2 is a view of the cable railway of FIG. 1 viewed from the traveling direction.

FIG. 3 is a side view of a railway structure according to the present invention having three cabins and a lead car on a horizontal track.

FIG. 4 is a view of the structure of FIG. 3 on a sloping track.

FIG. 5 is a sectional view of a trolley provided with a hydraulic device for supporting a cabin.

6 is a perspective view of the rearmost cabin at the bottom end of the assembly of FIG.

FIG. 7 is a schematic vertical sectional view of a leading vehicle.

8 is a cross-sectional view of the leading vehicle of FIG.

FIG. 9 is a cross-sectional view of another embodiment of a leading vehicle with a bearing ring.

FIG. 10 is a simplified hydraulic piping diagram for filling the hydraulic pressure accumulator in the leading vehicle.

FIG. 11 is a side view of another embodiment of the cabin horizontal maintenance drive device including the rack portion.

12 is a simplified view of the drive device of FIG. 11 in the direction of travel.

FIG. 13 is a schematic view of a runway course having a mountaintop station and a foothill station.

[Explanation of symbols]

 2 Lead vehicle 3a, 3b, 3c Cabin 4 Bottom cabin front 45a, 45b, 45c Bogie 5 Turning axis 60 Top cabin front

Claims (22)

[Claims] 1. A cable, particularly a cable, which has at least one carriage (45) supporting a cabin (3) and which is guided along a track, the carriage traveling on a track (9/10) between a mountaintop station and a foothill station. In mountain railways such as railways, the cabin (3) is hinged in relation to the bogie (45), and the drive device (6, 50) operates between the bogie and the cabin.
The drive device is controlled by the level-dependent control device (48, 49) so that the cabin (3) is held in the horizontal plane regardless of the travel grade at any travel position between the summit station and the foothill station. The above mountain railway is characterized by: 2. The mountain railway according to claim 1, wherein the runway (9/10) is substantially horizontal at the summit station and the foothill station. 3. The mountain railway according to claim 1 or 2, wherein the carriage (45) is equipped with means (13, 16, 18) for supplying energy to the driving device (6, 50).
The mountain railway is characterized in that it is connected to. 4. The mountain railway as claimed in claim 3, wherein the drive device can be hydraulically actuated and the lead car has at least one accumulator (13) and at least one for filling the accumulator. The mountain railway, characterized in that it carries a hydraulic pump (16). 5. The mountain railway according to claim 4, wherein the leading vehicle (2) further comprises a brake device having braking means acting on the track. 6. The mountain railway according to claim 4 or 5, wherein the hydraulic pump includes wheels (13, 35, 3) via a transmission device.
6) Or it is connected to the wheel axle of the leading vehicle (2), whereby driving during an uphill or downhill stroke is possible, and the mountain railway. 7. The mountain railway according to any one of claims 1 to 6, wherein the drive is a tow rope (2) guided on or in the runway.
0) respectively, and the tow rope is connected to the leading vehicle by a rope clamp device (21, 23). 8. The mountain railway according to claim 7, wherein the monitoring device is useful for managing rope tension.
5, 39) is provided on the leading vehicle. 9. The mountain railway according to any one of claims 1 to 8, wherein the leading vehicle (2) comprises a housing which is open towards the track, which housing is allotted. The mountain railway according to claim 1, characterized in that it comprises at least one lockable cover (34) which accommodates the mechanical elements and components of the and which provides good access to the interior of the housing from above in the open position. 10. The mountain railway according to claim 3, wherein the drive device can be operated by an electric motor, and the leading vehicle includes at least one storage battery and at least one storage battery charging generator. Said mountain railway. 11. The mountain railway according to any one of claims 1 to 10, wherein several bogies are interconnected by a vehicle connector, and the cabin has a turning shaft (5) at the top end of the bogie. ) Is hinged to, and at least the front and the back of the cabin facing each other are designed to be curved, and the center of the curve is approximately at the height of the turning axis on the top side. 12. The mountain railway according to claim 11, wherein a structure consisting of several trucks is connected to a leading vehicle (2), which keeps the brake device in the released state and turns the cabin. It is equipped with an energy storage device for actuating the vehicle drive, and the trucks of the structure are connected via a safety rope (32) that keeps the structure connected even if the vehicle connector breaks. The mountain climbing railway. 13. The mountain railway according to claim 12, wherein the bogie and the leading vehicle are each equipped with a tire wheel, and the sliding block (26) is arranged on each tire wheel at a position just above the track. The mountain railway is characterized in that it supports a trolley when the tire wheel pressure drops. 14. The mountain railway according to claim 11, wherein a snow removing element (28) pressable on the track by spring pretensioning is arranged at the top and / or bottom end of the structure. The mountain railway is characterized in that 15. The mountain railway according to any one of claims 1 to 9, wherein the cabin horizontal maintenance drive device that operates between the bogie and the cabin has two lateral hinges that are switched in parallel. Said mountain railway, characterized in that it comprises a hydraulic cylinder (6) which is stopped. 16. The mountain railway according to claim 15, wherein the hydraulic cylinder is supported by a bottom shaft of the bogie. 17. The mountain railway according to any one of claims 1 to 9, wherein the cabin horizontal maintaining drive device operating between the bogie and the cabin comprises two lateral hinges supported by the bogie. The mountain railway according to claim 1, wherein a pinion having a stopped rack portion (55) and attached to one end of a horizontal shaft (53) driven by a motor is meshed with the rack portion. 18. The mountain railway according to claim 17, wherein the motor is a rotary hydraulic motor (50) with a built-in brake (51). 19. The mountain railway according to claim 17, wherein the motor is an electric gear motor having a built-in brake. 20. The mountain railway according to any one of claims 17 to 19, wherein the rack portion (55) is supported by the bottom shaft of the trolley and is designed to be curved, and the center of curvature is substantially the top side. Said mountain railway, characterized in that it is at the height of the swivel axis (5) and that the bottom front wall (4) of the cabin (3) has a curvature that substantially matches the curvature of the rack part. 21. The mountain railway according to claim 15, wherein the drive device is a first level adjuster (48) in the cabin.
And a second level adjuster (49), which is controlled from the first level adjuster (48) and is set to a higher or lower limit value, respectively.
Is incorporated in the cabin, and when the limit value is exceeded, an emergency braking device for operating the operation can be activated, The mountain railway. 22. The mountain railway according to any one of claims 1 to 6, characterized in that the leading vehicle (2) carries a self-propelled system consisting of rack drive, viscous drive or linear motor drive. The above mountain railway.