EP0416040A1 - Transport device - Google Patents

Abstract

A transport device, in particular for goods inside factories, warehouses and handling facilities, comprises several articulated wagons (1) which can be coupled. The invention relates to coupling elements which make it possible to drive the wagons in narrow curves and to keep tightly assembled the wagons (1) individually coupled when they are driven in a straight line. To this end, a rigid coupling frame (204, 205) arranged between the opposite ends of two wagons comprises four coupling ends corresponding to the four corners of a rectangle and associated with coupling points arranged close to the sides. of the adjacent articulated wagons (1), the coupling ends being able to be fixed to said coupling points. At least one of the two coupling ends which face the end of the articulated wagon is attached to the corresponding coupling point. The coupling (204, 205) is pivotable about the axis of the fixed coupling end, in the plane of the coupling frame (204, 205).

Description

 Transport device

description

The invention relates to a transport device, in particular for the transport of goods within factories and at storage and transshipment points, with a plurality of link wagons which can be coupled.

There is often only a limited amount of space available for the transport of goods at storage and transhipment points, as well as in factories, with narrow transport routes in particular being characteristic. This led to the use of means of transport with small dimensions, which accordingly can only accommodate relatively small loads. This results in long unloading times, e.g. if the load of a truck has to be transported to its storage location on a pallet by pallet.

It is the object of the invention to provide a transport device, in particular for the transport of goods within factories as well as on location and transshipment points, with a large loading capacity, by means of which, in particular, the loads of trucks can be completely taken over and transported to their storage space or the complete one Load for a truck can be transported from there.

According to the invention this object is achieved in that the articulated wagons on opposite car corners are each coupled to one another by a pair of link arms pivotally connected via a joint, a connection being provided by a tension spring between the pairs of handlebar legs between two articulated wagons.

This coupling according to the invention of the individual articulated wagons ensures that the articulated wagons align themselves when driving straight along a line in the direction of travel and are so closely drawn to one another that a large, coherent loading area can be formed from the front and rearmost articulated wagons. The articulated connection of the individual articulated wagons to one another ensures that, despite the large loading capacity of the transport device, tight curves, as are typical for internal transport routes and in particular for transport routes on location and transhipment points, can be traveled through.

A further solution according to the invention is characterized in that the link wagons are coupled to each other at opposite wagon corners by a pair of pivotable connecting arm legs which are pivotably connected via a joint, each of which is articulated to a handlebar leg to form a parallelogram linkage in each case one of two articulated linkage legs , and a tension spring engages on the linkage legs, the other end of which is connected near the coupling point of the handlebar legs on the link wagon to the link wagon or to the handlebar leg.

Another solution according to the invention is that the articulated car corners opposite each other in the direction of travel are each connected crosswise by coupling elements which exert tensile forces, in particular tension springs.

In addition, a solution according to the invention is that the sectional wagons are coupled to each other by a handlebar on opposite sides of the wagon on opposite sides of the wagon, the distance between the wagon edges facing one another being small compared to the length of the handlebars when the linked wagons are aligned in a straight line .

As a further development of this solution according to the invention, the handlebars arranged on only one side can be designed to be extendable, with e.g. a return to normal position is achieved by spring force or hydraulically.

Another coupling solution according to the invention is that the sectional wagons are coupled to each other at opposite corners of the wagon by a handlebar, the distance between the wagon edges facing one another when the coupled wagons are aligned in a straight line is small compared to the length of the handlebar, and that devices for coupling and uncoupling the Handlebars before or after cornering are provided on one side of the sectional wagon in the direction of travel.

A further coupling solution according to the invention consists in that a rigid coupling frame is provided in each case between two opposite ends of the articulated car, which has two coupling ends on at least one side facing a articulated car has, which are provided near the long sides of the two coupling ends facing coupling car coupling points at which the coupling ends can be fixed are assigned, depending on the mutual orientation of the link car at least one of the two coupling ends is fixed to the assigned coupling point and the coupling frame around the one fixed Coupling end is pivotable in the plane of the coupling frame.

The latter solution according to the invention provides a mechanically particularly uncomplicated coupling element that can be produced with little effort. Due to the rigid coupling frame, the free coupling ends are each guided exactly, so that in the rectilinear alignment of the link wagons after a change in the direction of travel, the connection points between the coupling ends and the link wagons cannot be missed, which is a particular advantage over the previously described solution with decoupled handlebars.

In a preferred embodiment of the invention, a coupling frame with four coupling ends arranged corresponding to the corner points of a rectangle is provided.

The coupling ends have upwardly and / or downwardly projecting pins, and guides in the manner of a pocket groove and bolts are provided at the coupling points, the pins being insertable into the pocket grooves at the coupling ends and locking or locking in the pocket grooves. are unlockable. The latches are mechanically or conveniently moved electromechanically. At the ends of the pocket grooves and on the bolts, pressure switches for the Control of the connection Unlocking may be provided. Another possible embodiment with a rigid coupling frame is characterized in that the coupling ends have vertically upwardly and / or downwardly projecting pins and that the pins of the coupling ends of the coupling frame detached from the coupling point in each case along a circular path section around the coupling point with the respectively defined coupling end are guided as center grooves running in the center of the circle. The guide grooves expediently each extend to the edge of the limousine and are widened in a wedge shape towards the limb edge. This increases the security that coupling ends, which emerge from the guide groove when the direction of travel changes, can be securely inserted into the grooves again when the link wagons are aligned in a straight line without, for example, the coupling ends hitting against those through the edge of the wagon and towards the inside running guide grooves formed edges comes.

In order to be able to drive through tight curves with very small radii, with a coupling end being led out of a guide groove, it can also be expediently provided that the coupling frame at the front and rear ends in the direction of travel has a vertically upward and / or downward projection on the central frame axis Has peg which is guided in grooves which run along a circular path section around the coupling point with the respectively defined coupling end as the center of the circle.

This additional guidance of the coupling frame ensures that the coupling end forming the pivot point is also held in place, when the other coupling end has emerged from its guide groove, and that each coupling end led out of the guide groove is in the straight line

Alignment of the link carriage is easily traceable in its guide groove.

An advantageous embodiment of the invention is that the top of each articulated vehicle is designed like a board and each articulated vehicle has a loading belt supported on the loading floor and

Has drive devices for moving the loading belt over the loading floor. Such a rolling floor is particularly advantageous if a truck to be unloaded or loaded has such a facility, so. that the load can be moved from the truck to the Transpof tvor device or from there into the truck completely with the help of the loading belts.

The opposite direction is of at least equal importance. A complete truck load can be completely assembled on the transport device according to the invention in the storage area or even close to the production area, driven to a loading point and brought there to a truck in a single operation. There is not even a need for a loading ramp or a lifting table. Rather, the loading belts of the transport device according to the invention also enable inclines to be overcome when loading or unloading. For example, such a transport device can travel the full length of a dock leveler, one end of which is then raised to the level of the truck bed. On the other hand, in the presence of a ramp, a downward inclination of the transport device or Provide individual articulated wagons of this, expediently in connection with the same or slightly more inclined position of the truck platform, so that there is no "sink" at the transfer point. It is expedient to provide appropriate measuring and actuating devices in order to ensure precise transfer positioning with little expenditure of time.

Another advantageous embodiment of the invention consists in providing a rail path, in particular a monorail path, for the transport device. The articulated wagons are guided securely by such a rail track, which is particularly advantageous on narrow, winding internal transport routes.

In a further advantageous embodiment of the invention, it can be provided that the individual sectional wagons have a separate drive, and that turntables are provided for changes in direction of travel which can be carried out successively in a link wagon in the coupled state.

By changing the direction of travel in cooperation with the individual drives of the link wagons and the special coupling devices for each link wagon of the transport device individually on a turntable, this solution according to the invention achieves a small curve radius when the direction of travel of the linked link wagons changes, and in particular it is possible to turn 90 ° drive through.

Turntable turnouts and turntable crossings can also advantageously be provided in the rail track. The invention will now be explained and described with reference to exemplary embodiments and the accompanying drawings. Show it:

1 schematically shows an exemplary embodiment of a transport device according to the invention with pairs of handlebar legs as coupling elements between the individual sectional wagons in the view from below,

2 shows an embodiment of a transport device according to the invention with extendable or uncouplable

Handlebar connections between the individual articulated vehicles in the view from below,

3 shows an exemplary embodiment of a transport device according to the invention with a link connection arranged on one side in the direction of travel in the view from below,

4 shows an exemplary embodiment of a transport device according to the invention with a loading belt which can be displaced on the loading floor,

5 shows an embodiment of a transport device according to the invention, which is guided on a monorail, in the view from above.

6 shows an exemplary embodiment of a transport device according to the invention with a parallelogram linkage

Coupling elements between the articulated wagons, 7 shows an embodiment of a transport device according to the invention with an H-shaped coupling frame,

8 shows the embodiment of FIG. 7 in a

 Side view,

9 shows a locking mechanism for the

 Coupling ends in a side view according to a vertical section along the line IX-IX of Fig. 7,

Fig.10 the locking mechanism of Fig. 9 in the

 Top view according to a horizontal section along the line X-X of Fig. 9,

11 shows a further exemplary embodiment of a transport device according to the invention with an H-shaped coupling frame,

12 shows an exemplary embodiment of a transport device according to the invention which is guided on a monorail path,

13 shows a further exemplary embodiment of a transport device according to the invention, which is guided on a monorail path with two turntables arranged closely adjacent to one another.

14 shows a further exemplary embodiment of a transport device according to the invention

Coupling frame, the coupling ends of which are guided in grooves along a circular path section, 15 shows a further exemplary embodiment of a transport device according to the invention with drive wheels rotatable by a turntable,

16 shows a further exemplary embodiment of a transport device according to the invention with a coupling frame with two detachable coupling ends,

Fig.17 shows an embodiment for a

 Monorail path as can be used expediently in a transport device according to the invention,

Fig.18 another Ausfüh approximately example for a

 Monorail, as can be used expediently in the transport device according to the invention,

Fig. 19 a turntable for the separate rotation of a single limousine

Change of direction of travel of the linked wagons by 90,

Fig.20 a turntable, the branches of

 Railways, in particular when using wheels with double-track rim, and

Fig. 21 a turntable intersection, which one, e.g.

 right-angled, crossing of rails with a very narrow, preferably oblique rail joint allowed.

In Fig. 1 are linked carts with the reference numeral 1 with a board-like trained loading floor 2, wheel axles 8 and 9 wheels designated. The coupling between the link wagons is carried out by two pairs 3a, 3b of handlebar legs, which are pivotally connected to one another via a joint 4a or 4b. Between the handlebar pairs 3a, 3b, a connection is provided by a tension spring 5, which expediently acts on the joints 4a and 4b in the present exemplary embodiment.

By pulling the spring 5 and thereby causing flexion of the articulated handlebar pairs 3a, 3b it is achieved that the articulated car 1, 1 ', 1' 'align when driving straight along a line in the direction of travel and are mutually pulled together so that a large contiguous loading area is formed, which can be loaded from the front and the rearmost link wagon. This large loading area could e.g. the load of a truck can be completely reloaded and transported to the intended internal storage location using the transport device. The articulated connection of the individual articulated wagons to one another ensures that, despite the large loading capacity of the transport device, tight bends, as are typical for internal transport routes and in particular for transport routes to storage and transshipment points, can be traveled through.

Depending on the width of the transport routes and the selected wheelbase of the sectional wagons in the direction of travel, it may be necessary to provide the sectional wagon wheels 9 at least partially steerable. For example, the wheels could be partially designed as trailing wheels pivotable about a vertical axis. A further coupling option, by means of which the articulation of the individual articulated wagons is guaranteed and the straight articulated alignment of the individual articulated wagons automatically occurs when forming a straight line, forming a large, coherent transport area, is that the articulated car corners opposite in the direction of travel each have cross-coupling elements which exert tensile forces, especially tension springs, are connected.

2 and 3 show further solutions for car couplings, which result in large contiguous transport areas with a small space requirement for the transport device.

In Fig. 2, 1a and 1a 'are two linked articulated wagons with the loading areas 2a and 2a' and the wheel axles 8a and 8a 'with the wheels 9a and 9a' respectively. The carriages 1a and 1a 'are connected to each other at the opposite corners of the carriage by the links 6a and 6b. Between the opposite limb wagon edges is a small gap compared to the length of the handlebar is provided and the limb corners are chamfered game in the present Ausführungsbei.

To ensure the articulation between the link wagons, the handlebars 6a and 6b can be disengaged depending on the direction of the curve, so that when cornering the car connections on the side with the larger curve radius are released. In the present embodiment, the handlebars consist of a guide sleeve 15, in which a handlebar rod 16 is guided. When the handlebar connection is fixed, the handlebar rod 16 is firmly connected to the guide sleeve 15 and not Extendable. This fixed connection can be established by a lock that can be unlocked before cornering and is effective after a subsequent straight alignment of the sectional wagons between the handlebar and guide sleeve 15.

In the embodiment according to FIG. 2, a small distance compared to the handlebar length must be provided to ensure the mobility of the individual articulated wagons between the wagon edges. It is advantageous to round or bevel the corners of the car, so that for a given handlebar length, the articulation of the linked cars linked by the handlebars with lateral displacement of the opposite car edges, which can result when cornering, is increased.

Instead of disengageable handlebars 6a, 6b would be for the

Connection of the opposite corner car corners also extendable, contracting spring elements or hydraulically operated connecting elements conceivable.

In Fig. 3 with 1b and 1b 'coupled ends of articulated wagons with the loading floors 2b and 2b' are referred to, the difference from the transport device shown in Fig. 2 is that the coupling of the articulated wagons only on the one side in the direction of travel by handlebars 7 takes place. The car corners are rounded in the present embodiment to increase the flexibility of the transport device.

In the particularly simple embodiment for a transport device according to FIG. 3, only cornering in one direction is possible, unless the handlebar is a pull-out, contracting one Spring element formed. Due to the cornering in one direction, a small distance between the opposite wagon edges is required so that a lateral offset of the wagon edges can occur during cornering or the wagon corners are mutually displaceable transversely to the opposite wagon edge and do not touch this wagon edge. In order to increase the mobility of the individual sectional wagons, the articulation points of the links could be set further back in the direction of the wagon axles 8b or 8b ¹ or beyond these axles.

In Fig. 4 with 1c to 1c '' coupled car with the loading floors 2c to 2c ¹ 'and with the car wheels 9c to 9c''. The link wagons are coupled to one another by pairs 3ab and 3ab 'of handlebar legs according to the exemplary embodiment of FIG. 1. Loading belts 10 to 10 ¹ 'are provided on the articulated wagons in each case, which lie displaceably on the loading floor. In the present exemplary embodiment, the closed loading belts are divided into partial longitudinal belts and have a toothing on the inside for driving by toothed drums 11 to 11 ''', the toothing on both the belts and the drums not over the entire width of the belt Partial longitudinal belts need to be trained. Carriers 19 to 19 '' for the loading floor, which are fastened to the carriage frame, are arranged between the partial longitudinal belts. It may be expedient to provide several rear-lying loading floors on each sectional wagon 1c. Individual idlers can also be used to bridge shorter distances. Of course, funding can only be provided by rollers instead of belts.

Due to the small distance between the individual Link wagons can be loaded from wagons to wagons through the loading belts, so that a full front loading of the transport device with general cargo is possible. The exemplary embodiment shown in FIG. 4 for a transport device can be used particularly advantageously for unloading trucks which also have such a loading belt, the load being able to be shifted onto the transport device in one operation using the belts.

In FIG. 5, 1d to 1d '' denotes three linked wagons with the loading floors 2d to 2d '', the wheels 13 to 13 '''and the wheels 9d to 9d''' designed as trailing wheels. For the link wagons, one-sided coupling in the direction of travel is provided by links 7a, 7a ', the articulation points on the opposite wagon corners, in contrast to the exemplary embodiment of FIG. 3, being set back further from the wagon edges lying opposite one another. Another difference from the embodiment of FIG. 3 is that the wheels 13 to 13 '''are guided on a rail 12. By guiding part of the wagon wheels on a rail, the transport device achieves greater directional stability when cornering, which is very advantageous for narrow transport routes in factories as well as on storage and transhipment points. As can be seen from FIG. 5, the distance of the wheels 13 to 13 '''guided on the rail to the center of the car in the direction of travel is smaller than the distance of the other wheels 9d to 9d''', which only have the function of support wheels, which are intended to prevent the transport device from tipping over. Due to the asymmetrical wheel arrangement, the wheels guided on the rail take up the greater part of the wagon load, and preferably only these wheels are used for driving.

As a precaution, additional wheels can be provided in order to prevent tipping over with certainty. Wheels 9e, 9e 'of this type have been shown in FIG. 5 only for the sectional wagon 1d'; their tread is conveniently slightly above the ground, so that they only come into play in an emergency.

The links 7a, 7a 'are advantageously located on the side of the rail-guided wheels 13 to 13' ''. But it is also possible to provide the wheels 9d on the handlebar side and the rail 12 with the wheels 13 at a greater distance from the handlebars.

Compared to a two-rail path, the monorail path according to FIG. 5, which in the simplest case could be designed as a floor groove, has the advantage that it can be laid with less effort. On the other hand, laying just one rail on transport routes and storage areas means fewer obstacles for other vehicles.

The exemplary embodiments of transport devices shown in FIGS. 1 to 5 could each have rollers for rolling on the opposite edge of the wagon in order to increase the mobility between the sectional wagons, a spring-loaded mounting of the rollers also being conceivable.

A separate towing vehicle or self-propelled, in particular individual propulsion of the individual sectional wagons, can be provided for the transport device. The latter form of drive would have the advantage that the Connecting elements between the articulated wagon and the wheels and axles would be less stressed. Different wheelbases could be provided for the support wheels and the rail-guided wheels, which are primarily considered as drive wheels, a shorter wheelbase of the drive wheels having to be selected in particular for very tight curve radii, for example as shown in FIG. 5.

The monorail system allows the use of differently wide articulated trolleys and avoids all problems that would otherwise occur with two rails of a certain track width. In this way, particularly narrow articulated wagons can be provided for very narrow transport routes, which on the other hand can easily be guided along wider paths on one rail.

Furthermore, in particularly tight spaces, several such narrow link wagons can be driven one after the other up to the vicinity of the transfer point; In order to form a full truck width, there is only a branching to several parallel rails, preferably to two ones, when the link wagons have approximately half the truck width. This option is also available in order to move narrower articulated wagons from different directions or storage areas only at the transfer point to e.g. merge two parallel monorails.

The use of such articulated wagons is also not restricted to the loading and unloading of trucks. Rather, for example, roller conveyors or the like arranged at different points can be loaded with the aid of such sectional wagons. In this way, spatial and temporal equalization of agglomerations is possible Transshipment points.

In FIG. 6, individually driven articulated wagons are designated by the reference symbol 101, which are coupled to one another with the aid of the coupling devices 103. Coupling arm pairs 106 which are connected to one another in an articulated manner are provided as coupling elements in each case on the opposite car corners. Linkage legs 104 which are connected to one another in an articulated manner are articulated to these pairs of link legs, whereby a linkage parallelogram is formed in each case. A tension spring 105 is tensioned in each case between one of these linkage legs and a fastening point near the closest coupling point 118 of a handlebar leg on the link wagon. The articulated wagons with the wheels 115 roll on a track 117 which is angled at 90 °. A turntable 102 is provided in the corner region of the mutually perpendicular rail paths, on which the rail path sections 108 and 108a are arranged. The two rail track sections are offset from ^one another by 90 ¹ and arranged symmetrically to the pivot point 110 of the turntable.

The 90 ° curve provided in the rail path is traversed by rotating the turntable by 90 ° each time one of the link carriages has reached a position on one of the rail path sections 108 or 108a. The interaction of the turntable drive and the drives (not shown) of the individual articulated wagons means that the articulated articulated wagons can be moved in succession by articulated wagons around the 90 ° right-hand curve provided in the rail path. The flexible handlebar coupling elements 103 and 103a allow the distances between the coupling points, for example 118 and 118c or 118a and 118b, can change if one of the link carriages 101 to 101b is on the turntable and is rotated. The arrangement of two rail paths 108 and 108a on the turntable is also advantageous. This makes it possible for the turntable to be directly ready to receive the following link wagon, while the leading link wagon rolls off the turntable after a rotation of 90. If there were only one rail path, coupling devices with considerably larger coupling distances between the coupling points 118 or substantially more flexible connections would have to be provided, or complicated controls for temporary, time-consuming vehicle stoppages in order to turn the turntable through 90 ° in the undisturbed state.

When the 90 ° curve in the railroad track 117 is traveled by link wagon, the coupling elements are pulled apart, the tension springs being stretched and exerting a restoring force. The two pairs of handlebar limbs, each arranged between two limb carriages, are arranged in different planes, so that when a limb carriage rotates, these pairs of handlebar limbs cannot come into contact with one another. The location where the tension springs are attached to the link arm depends, among other things, on the selected spring stiffness. Fastening closer to the handlebar leg as in the present exemplary embodiment has the advantage that it does not experience any major changes in length and thus changes in force in the most varied of parallelogram positions.

Due to the self-propulsion of the individual sectional wagons, In the present exemplary embodiment, the limb carriages can be prevented from touching each other when passing through the 90 ° curve, in that a sufficient distance between the limb carriages can be set by the individual limb carriage drive and the expandable coupling elements, while one of the limb carriages is rotated on the turntable. It is particularly advantageous that the parallelogram linkage located on the outside of the curve can be temporarily fixed in an almost extended position, for example by resiliently engaging a locking device. This outer parallelogram linkage then acts as a rigid handlebar during cornering, usually preventing it from touching the adjacent link wagons and, together with the rail guide, causes a clear relative movement of the two adjacent link wagons. After cornering, all that needs to be released is the detent "of the locking mechanism that had been released on the linkage on the inside of the curve. The parallelogram linkage ensures that the handlebar legs bend in the intended manner after driving through the curve. To stretch the parallelogram linkage against the Tension spring forces only have to be braked, for example, shortly before entering a corner of the following link wagon and then ensure that the linkage on the outside of the curve becomes a temporarily rigid handlebar, so that both left-handers and right-handers can be negotiated.

In Fig. 7 with the reference numerals 201 to 203 anei nanderkekoppelten link car. The coupling between the link car is by rigid coupling frames 204 and 205, which are H-shaped in the present embodiment. manufactured. The coupling frames each have four coupling ends 228 to 231 or 232 to 235 arranged corresponding to the corners of a rectangle. For the coupling ends, which can have upward and / or downward protruding pins, sack groove-like guides 218 to 225 are provided near the limb edges, into which the coupling ends can be inserted and in which the coupling ends can be locked by a locking mechanism (not shown in FIG. 7) . 206 to 217 denote wagon wheels of the link wagons which can be steered via a control device (not shown in FIG. 7) in accordance with the changes in direction of travel of the transport device. The lines designated 226 to 226 ″ designate guiding devices which act on the control device and are laid along the intended transport route sections and which can be formed, for example, by a wire which emits electromagnetic guiding signal signals. Such guidance signals can be variable or constant fields, in particular magnetic fields. Metal strips laid in the floor, which are passively scanned, can also be used as guide devices. In the simplest case, a guiding device comprises a guiding line provided on the floor, according to which a carriage driver used for manual control of the transport device is directed.

FIG. 8 shows a side view of the transport device of FIG. 7 in the direction of the arrow designated 272 in FIG. 7. As can be seen, the individual sectional wagons have loading areas 285 to 287 which, as in the present exemplary embodiment, can be designed, for example, in the form of a table and / or can be provided with special conveying devices that handle the respective goods to be transported are adjusted. The coupling frames 204 and 205 are connected in the lower region of the carriage bodies to the sectional carriages via the locking mechanism (also not shown in FIG. 8), the coupling ends, of which only the ends 228, 230, 232 and 234 in FIG. 8 are visible, are guided through lower horizontal guide surfaces 288 to 291 and through upper horizontal guide surfaces 288 'to 291' in the interior of the sectional car body.

9 and 10, a locking mechanism is shown as it can be used to lock the coupling ends of the coupling frame of the transport device shown in FIGS. 7 and 8.

7 shows the coupling end 228. The coupling end 228 is designed in the present exemplary embodiment as a round cylinder with rounded end faces 284 and 284 '. The cylinder is welded to form an upward and a downward projecting pin with the coupling frame 204 made in the present exemplary embodiment from a rectangular tube. The rounded end faces 284, 284 'are guided by an upper guide surface 288' and a lower guide surface 288, respectively, of a horizontal guide device, generally designated 274. 218 and 218 'denote lateral guides for the cylinder 228 forming the coupling end, through which, in the manner indicated in FIG. 7, an upper and a lower blind groove are formed. 273 'denotes a recess in the rectangular tube of the frame 204, into which a latch 239' projects. The bolt has a pressure switch 238 'which can be actuated by the cylinder 228. At 237 'is another. by the cylinder 228 actuatable pressure switch designates.

FIG. 10 shows the locking mechanism of FIG. 9 in a top view according to an auditory horizontal section along the line XX of FIG. 9. Corresponding to the cut made over the entire width of the sectional wagon, in addition to the coupling end 228 guided in the sack groove 218, the coupling end 229 opposite the coupling end 228 on the other side of the carriage, which is guided laterally in the sack groove 219, can also be seen. The horizontal guide device 274 of FIG. 9 is not shown in FIG. 10. As for the coupling end 228 of the bolt 239 ', a bolt 239 is provided for the opposite coupling end 229, which can engage in a recess 273' corresponding to the recess 273 'in the coupling frame 204. The latch 239 also has a pressure switch 238 corresponding to the pressure switch 238 ′, and a further pressure switch 237 that can be actuated by the coupling end 229 is also provided at the closed end of the blind groove 219. 282 and 282 'respectively denote the open end of the pocket groove 219 and 218, which is widened. The bolts 239 and 239 'are each guided in a guide 295 and 295'. The latches can each be displaced in the guide by an electromagnet 241 or 241 ', the displacement being carried out against a compression spring 240 or 240'. When current flows through the coil of the electromagnet 241 or 241 ', the bolt 239 or 239' is pulled out of the respective recess of the coupling frame by compressing the spring 240 or 240 '. If no current flows through the electromagnetic coil, the bolt is automatically returned to the locking position by the springs. 10, the coupling end is 229 unlocked, the current flow through the electromagnetic coil is not yet interrupted. The electromagnet coil is expediently actuated only briefly until the unlocking process has ended. When locking and in the locking position of the coupling ends, the bolts 239 and 239 'need not be actuated electromechanically because of the spring provided. By locking the respective coupling end against the inclined surface 281 or 281 'of the bolt 239 or 239' and displacing the bolt against the respective spring, the coupling end automatically engages.

The locking mechanism for the coupling ends ensures that the two coupling ends of each coupling frame, each interacting with a link car, cannot be unlocked simultaneously. When driving in a straight line, all four coupling ends of each coupling frame are connected to the two associated link wagons. The cylinders 228 and 229 forming the coupling ends are in a position between the pressure switches 237 and 238 or 237 'and 238'. Depending on whether tensile or pushing forces are transmitted through the coupling frame, the switches 238 and 238 'or 237 and 237' are pressed simultaneously. At the start of cornering, depending on the change in direction of travel, one of the two coupling ends, each facing one end of an articulated car, tends to release itself from the lock. There is a rotation of the coupling frame relative to the articulated vehicle, which means that, depending on the direction of rotation, either the switches 237 and 238 'or 237' and 238 are pressed. As a result, the electromagnet for unlocking the associated bolt is actuated, the switch arranged on the bolt is operated. By continuously evaluating the position of the switches 237, 237 ', 238, 238' by means of a logic circuit, a corresponding signal for unlocking the respective coupling end can be generated. In the transport device shown in FIGS. 7 and 8, the coupling ends 229, 231, 232 and 234 are just unlocked, while the coupling ends 228, 230, 233 and 235 are each pivotally coupled to the articulated trolley. Depending on the course of the curve, it would also be possible for the coupling ends of the coupling frames, which lie diagonally opposite one another, to be released or to be pivotably connected to the sectional wagon. In any case, the unlocked coupling ends, which can also take positions outside the articulated wagon in curves with a very small curve radius, are guided by the rigid coupling frame in such a way that they can be easily recoupled even after extremely strong changes in direction of the transport device. The widening at the open end of the sack grooves ensures that the coupling ends can be inserted smoothly into the sack grooves if the sectional wagons align each other in a straight line after the curve has been completed. It can also be expediently provided that the distance between the upper and lower guide surfaces 288 'and 288 widens in a wedge shape near the edge of the carriage. This extension ensures that when the direction of travel changes, coupling ends that have emerged from the carriages can be inserted into the horizontal guides again in a straight line with the linear carriage. The expansions are particularly advantageous if two adjacent section wagons are not exactly aligned in one plane when transitioning up or down a slope. In the pocket grooves opposite the Locking bolts and between the respective upper and lower guide surface, a certain play can be provided for the coupling ends. This is useful not only because of switches 237 to 238 '. This also makes it possible for the coupling frames to be pivotable about a horizontal axis within certain limits. This pivotability is an advantage if inclines or descents are to be negotiated when the articulated wagons are inclined. Accordingly, it is advantageous to round off the upper and lower ends of the cylinder forming the coupling ends, in particular to round them out in a roller shape.

The type of coupling ensures that the link wagons are arranged very closely adjacent to one another in a straight line. If, as in the embodiment example according to FIGS. 7 and 8, panel-like loading areas are provided for the individual articulated wagons, a large, practically connected total loading area results, corresponding to the number of articulated wagons, which can advantageously be loaded and can have conveying devices adapted to the respective goods to be transported .

In the embodiment shown in FIGS. 7 and 8, the individual articulated wagon wheels can be rotated about a vertical axis according to the principle of all wheel steering, with the extended axles of all wheels advantageously meeting at one point. The wheels can be steered with the aid of the control device mentioned in such a way that the control device first adjusts the foremost wheels in the direction of travel in accordance with the control signals of the control device 226. The steering of the other wheels can then, for example, by the control device using Adjusting variables take place, which are derived from the respective position of the foremost wheels and / or the angular position of the coupling frame relative to the sectional wagon. The front wheels could also be steered manually by a driver provided for the transport device. However, it is also conceivable that all wheels of the transport device are controlled by the control device directly via signals from the guide device 226. According to the branching of the guide device shown in FIG. 7, there is a selection at the branching point between different transport routes along the guide devices 226 'and 226''.

In the exemplary embodiment for a transport device shown in FIG. 11, the same or equivalent parts are designated with the same reference number, but provided with the index a, as in FIG. 3. 207a and 208a, 211a and 212a as well as 215a and 216a denote wheels which are each arranged in the longitudinal direction in the middle of the car on both sides near the edge of the articulated car. If these wheels serve as drive wheels, they are each connected to one another via a differential gear 227, as shown at 207a and 208a. Wheels 206a, 209a, 210a, 213a, 214a and 217a denote wheels which are arranged in the middle and are fixed and rotatable about a vertical axis, the axes of the wheels 209a and 210a or 213a and 214a in each case between the legs 290 to 293 of handlebar fork pairs 275 and 276 are guided displaceably in the direction of travel. The pairs of handlebar forks are in turn slidably supported transversely to the coupling frame on the cross member 296 or 297 of the coupling frame 204a or 205a. In the exemplary embodiment according to FIG. 11, the coupling ends are Coupling frame formed by cylinders which are connected to the coupling frame via webs projecting towards the center of the carriage. The cylinders can be locked in a manner similar to that described, for example, with reference to FIGS. 9 and 10. Of course, other locking mechanisms are also conceivable, for example with pipes, in the cavities of which locking pins engage from below and / or above.

In the transport device shown in FIG. 11, cornering can be initiated by adjusting the foremost wheel 217a, which leads to angular positions between the individual sectional wagons. The handlebar fork pairs 275 and 276 ensure that the wheels 209a, 210a, 213a and 214a guided between the legs 290 to 293 are always aligned parallel to the long sides of the coupling frames. This alignment largely prevents the wheels from being erased when cornering. A device is expediently provided for the last wheel 206a, by means of which it can be aligned like the wheel 209a, but with the steering direction reversed. Erasing lateral drive wheels is prevented in a manner known per se by using the differential gear 227. Instead of the side wheels or additionally, the wheels arranged at the front and rear of each sectional wagon could also be driven, at least in part. The front wheel 217a could be adjusted by means of a drawbar via which the transport device is connected to a tractor. Control movements of the foremost wheel 217a could also be brought about by a control device which can be operated manually or which reacts to signals from a control device. It is particularly advantageous to electrically steer all the wheels 206a, 209a, 210a, 213a, 214a, 217a arranged at the front and rear by servomotors whose steering impulses by the front wheel 217a and / or by the position of the coupling frame or by evaluating several of them Influencing variables can be controlled. In this case, you could do without the pair of handlebars 275, 276 shown. It would also be possible, for example, to connect the wheels 214a and 217a, 210a and 213a etc. to one another in such a way that the steering angles are always the same. The wheels located on the longitudinal axes of the wagons are preferably driven. Instead of one wheel on the longitudinal axis, two wheels could also be arranged on the left and right of the longitudinal axis.

FIG. 12, in which the same or equivalent parts with the same reference number, but provided with the index b, as indicated in FIGS. 7 and 11, shows an exemplary embodiment of a transport device in which an on is used as the guide device 226b - Rail route is provided. The wheels designated 206b to 211b are guided on the one-rail path. A turntable 236 having four rail path sections 277 to 280 is arranged in the one-rail path. In addition to a separate drive motor, the individual sectional wagons have lateral support wheels which are not guided on the monorail track 226b (not shown in FIG. 12). The rail-guided wheels 206b to 211b serve as drive wheels. In the present exemplary embodiment, the coupling frames 204b and 205b essentially have an X shape with legs protruding like pliers, on which coupling ends 228b to 235b are formed. How in the embodiment of FIG. 11, upward and / or downward projecting pins are provided, which are connected to the coupling frame by means of webs directed towards the middle of the carriage. The pins, which are expediently formed by a cylinder, can be inserted into sack groove-like guides 218b to 225b and can be locked in these guides by bolts (not shown in FIG. 12), similarly to those described with reference to FIGS. 9 and 10.

When the turntable is driven on, the drive motor of the limousine moved onto the turntable is switched off and the wheels are locked. The link wagons coupled to one another can then be moved further by a drive provided for the turntable and / or by the drives of the link wagons not standing on the turntable. After complete rotation, in the present embodiment by 90 °, the wheels of the rotated limousine are released again, and the following limousine drives on the turntable, while the rotated limousine leaves the turntable again. During the rotation of the turntable with the articulated wagon thereon, the rigid coupling to the adjacent articulated wagons is maintained, the adjacent articulated wagons moving along the one-rail path during this rotation in accordance with their rigid coupling. After the rotation by 90, two of the rail path sections of the turntable 236 are again aligned in a straight line with the mutually perpendicular sections 226b, 226b 'of the one-rail path, so that the rotated limousine car can leave the pane and the following limousine car can travel on the pane. To ensure that the transport device in the coupled state using the turntable can carry out a change in the direction of travel by, for example, 90 °, a separate wheel drive must be provided in the embodiment shown in FIG. If support wheels are arranged on both sides of the monorail track, appropriate cushioning of at least some of the support wheels must ensure that unevenness in the floor cannot result in the rail-driven drive wheels lifting off the track or in a significant relief of the drive wheels .

From Fig. 13 it can be seen that strong changes in direction, for example by 90 °, can also be carried out immediately in succession. FIG. 13 shows a transport device with three sectional carriages 201c to 203c, the sectional carriages being coupled to one another via coupling frames 204c and 205c, which are symbolically shown as rectangles, with coupling ends 228c to 231c and 232c to 235c, respectively. The transport device is guided through a one-rail path 226c, 226c1, 226c'1 in which two turntables 236c and 236c 'are arranged adjacent. With 206c to 211c drive wheels guided on the monorail are designated. In the present exemplary embodiment, the one-rail path runs in the middle of the sectional wagons. Support wheels which are required on both sides and are preferably arranged close to the car corners are not shown in FIG. 13. The coupling frames drawn symbolically as rectangles can, for example, be designed as H or X-shaped frames in accordance with the exemplary embodiments in FIGS. 7, 11 or 12. 218c, 221c, 223c and 224c are sack groove-like guides for the coupling ends 228c to 235c. As can be seen from FIG. 13, with the help of the two turntables 236c and 236c ', changes in the direction of travel of the transport device, such as here in each case for example by 90 °, can be carried out in direct succession and with a time overlap. The two adjacent turntables 236c and 236c 'shown in FIG. 13 can be driven on at the same time, the linked wagons being rotatable in different directions. After the first link wagon, in the present case the link wagon 203c, has passed the first turntable 236c in the manner as has already been described with reference to FIG. 12, it drives onto the next turntable 236c ', while the following link wagon 202c simultaneously reaches the turntable 236c. The further movement of the link carriages 202c and 203c takes place by locking the wheels of the respectively rotated link carriage on the turntable by successive rotations of the turntables 236c and 236c ', which results in a decoupling of the diagonally opposite coupling ends 233c and 234c of the coupling frame 205c. After the respective total rotation of both disks by 90 °, the link wagons simultaneously leave the turntables with the aid of a self-propulsion provided for the individual link wagons. Accordingly, the sectional wagons 202c and 201c then simultaneously drive the turntables 236c 'and 236c. The turntables 236c and 236c 'thus make it possible to get into a path 226c''which runs parallel to the rail path 226c and takes up very little space via a cross connection according to the rail path 226c'.

The turntables shown in Figs. 12 and 13 can also be used in the function of switches. if they are run straight over without turning.

In the further exemplary embodiment for a transport device shown in FIG. 14, parts corresponding to the previous exemplary embodiments are identified by the same reference number, but provided with the index d. The

The exemplary embodiment according to FIG. 14 differs from the previous exemplary embodiments primarily in that the coupling ends 228d to 235d are each guided in grooves 242 to 249 which extend to the edge and are open at the edge of the carriage. The grooves run along circular path sections, the center of the circle of one of the two guide grooves at the end of a sectional carriage being at the closed end of the other guide groove inside the carriage. For example, the center of rotation for the guide groove 242 is at the closed end of the guide groove 243, where the coupling end 229d of the coupling frame 204d is just fixed. In addition, further grooves 254 to 261 are provided, in which guide ends designated 250 to 253, which are arranged on the central axis of the coupling frame, are guided. The guide ends have upwardly and / or downwardly projecting pins for guidance in the grooves 254 to 261. The grooves for the guide ends each cross the guide grooves 242 to 249. By arranging the grooves 254 to 261 in different planes to the guide grooves 242 to 249, crossing points at which the lateral guideways for the pins are interrupted can be avoided. The grooves 254 to 261 also each run along a circular path section, the center of the circle being in the interior of the carriage at the closed end of the guide groove crossed by the groove. For example, the Circle center for the groove 255 at the closed end of the guide groove 243, where the coupling end 229d of the coupling frame 204d is just arranged. The coupling frames 204d and 205d, which are approximately double-T-shaped in the exemplary embodiment in FIG. 14, with a central support 299 or 300 could also be designed differently, for example, further supports arranged laterally from the central support 299 or 300, or an H- or X- Have shape. The term grooves used above should not only be understood to mean grooves that are open on one side, but any type of guide channels or guideways.

The grooves 254 to 261 with the associated guide ends 250 to 253 ensure that in each case one of the two coupling ends of a coupling frame assigned to a front end of a sectional car can move outside a groove, while the other coupling end remains fixed at the end of its assigned groove in the interior of the car. In Fig. 14, the coupling ends 229d, 230d, 232d and 235d are each just fixed, while the coupling ends 228d, 231d and 234d move in the guide groove 242, 245 and 248, respectively. The coupling end 233d has emerged from its guide groove 247 and moves outside of the link carriage 202d. In this case, the guide end 252 of the coupling frame 205d guided in the groove 258 ensures that the coupling end 232d of the coupling frame 205d remains fixed at the end of the guide groove 246 in the interior of the car. If this leading end were not provided, if tensile forces were transmitted through the coupling frame 205d, the coupling end 232 would be pulled out of the groove 246. In addition, through the center beam 299 or 300 with the guide ends 250 and 251 or 252 and 253 Coupling frame is still held horizontally when two coupling ends of a coupling frame should come out of their guide groove at the same time when the direction of travel changes. In the exemplary embodiment according to FIG. 14, the coupling frame is secured up to approximately a swivel angle against the link carriage of 45, so that the coupling ends remain in their guide grooves. For many applications, a swivel angle of 45 seems sufficient, so that the grooves 254 to 261 and the guide ends 250 to 253 can be omitted with such a limitation.

The guide grooves 242 to 249 and grooves 254 to 261 ensure a constant coupling between the link wagons without the need for locking mechanisms. However, it has proven to be expedient in this embodiment to provide separate drive motors for each individual sectional wagon, which are controllable in such a way that pushing forces are primarily transmitted through the coupling frame.

The arrangement of the rail-guided drive wheels in or near the longitudinal axis of the car according to FIGS. 12 to 14 has the advantage that the torques which impair the straight travel of the articulated car and are generated by the drive or the driving resistance of the non-driven wheels are reduced about a vertical axis. In addition, such an arrangement of the drive wheels near the center of gravity of the truck load has the advantage that large frictional forces are available for the drive, which prevent the wheels from spinning. As shown in FIGS. 12 to 14, the drive wheels also advantageously have a short wheelbase in order to keep track paths as small as possible Drive on radii of curvature and use turntables with small diameters. On the other hand, wheel arrangements according to FIG. 11 are expedient if loads with a large longitudinal extent, such as rods or pipes, are to be transported on narrow paths.

FIG. 15 shows an exemplary embodiment which is provided in particular for the transportation of loads with a large longitudinal extent. Correspondingly, the sectional wagons 201e to 203e have a greater length and / or smaller width than the sectional wagons of the previously described exemplary embodiments of transport devices. 206e to 211e denote drive wheels which are guided on a monorail track 226e, 226e 'and are arranged on the longitudinal axis of the sectional wagons. Link wagons 201e to 203e have additional, laterally arranged support wheels 268 to 271 (corresponding support wheels are not shown in link wagons 202e and 203e). 236e denotes a turntable with four rail track sections 277e to 280e. 228e to 231e denote coupling ends of a coupling frame arranged between the link wagons 201e and 202e. With 242e to 245e guide grooves are designated, which in the present exemplary embodiment have an arc length which is guided over an angle of approximately 90. Additional coupling ends and guide grooves have not been drawn.

The embodiment of FIG. 15 differs from the previous embodiments with turntables in that the turntable 236e does not rotate the entire articulated vehicle, but rather only one drive wheel of the articulated vehicle, while the articulated vehicle itself only rotates by one small angle turns. In FIG. 15, two further positions of the link carriage 202e are shown in dashed lines, which occur when the turntable 236e is driven on. Depending on the respective position, the reference numerals are provided with different numbers of lines as 202e 'and 202e''. In the embodiment of Fig. 15, turntables with a small diameter can advantageously be used, and the traffic space required for cornering, for example by 90 °, is minimal. 15, it is necessary that a separate drive is provided for each articulated trolley, and here in particular for both of the wheels arranged in the center. Instead of the turntable, a rail path could also be laid along a path 298. In the case of manual control or control by another control device, a rail guide could be dispensed with. For example, when the transport device changes direction, the drive wheels could move 90 along the path designated 298.

In the exemplary embodiment for a transport device according to FIG. 15, guide grooves can be provided particularly advantageously. Due to the large length and / or small width of the link carriages, the guide grooves can have such a length and be arranged such that, as in the present exemplary embodiment, pivoting angles between the coupling frame and the link carriages of approximately 90 ° and above can be reached without the exit of a coupling end from its guide groove are.

16 shows an exemplary embodiment for a transport device with two articulated wagons 202f and 203f shown. For example, this could be a powered truck 203f with a trailer 202f. The articulated car 203f has steered front wheels 216f and 217f and preferably unguided, driven rear wheels 214f and 215f. Likewise, the articulated vehicle 202f is provided with steered front wheels 212f and 213f and non-articulated rear wheels 210f and 211f, the wheels of the articulated vehicle 202f not to be driven in the present exemplary embodiment. The front wheels 212f, 213f of the articulated vehicle 202f are steered in a known manner, for example by means of a turntable 301. In the present exemplary embodiment, the turntable 301 is pivotably connected to a coupling frame 205f about a horizontal axis. The coupling frame 205f has two coupling ends 234f and 235f, which are guided in guide grooves 248f and 249f. An additional coupling rod is designated by 302, which is pivotably pivoted vertically and horizontally in the pivot point 304 to the swiveling bolster 301 of the articulated vehicle 202f and at point 305 to the articulated vehicle 203f. The length of the coupling rod can be increased by extending a tension spring 303. Instead of a spring exerting a tensile force, a corresponding hydraulic element or a combination of several such cooperating devices could also be provided. The coupling ends 234f and 235f of the coupling frame 205f can expediently be pivoted at least somewhat about a horizontal axis at the coupling points and on the guide grooves. This pivotability can be ensured, for example, by a certain play of the coupling ends at the coupling points or in the guide grooves.

When cornering under only minor The distance between the link carriages can be increased, one of the two coupling ends 234f or 235f leaves its coupling point, ie the closed end of the respective guide groove, while the other, in FIG. 16 the coupling end 234f, remains fixed. By using the extendable, contracting coupling rod 302, a locking mechanism for the coupling ends, as was described with reference to FIGS. 9 and 10, can be dispensed with by the force of the spring 303, which could expediently be provided adjustable and / or readjustable , the coupling end removed from the end position is returned to the end position of the respective guide groove. In addition to or instead of the coupling rod, a locking mechanism for the coupling ends could also be provided. The fact that the ends fastened to the turntable can be swiveled ensures that the articulated wagons can be inclined towards one another when driving up or down gradients. The ends 232f and 233f of the coupling frame 205f can advantageously be provided as handlebar connecting pieces which can be pivoted about a horizontal axis both against the turntable and against the coupling frame. As a result, different side inclinations of the articulated wagons that can occur during driving operation can be compensated for. The coupling rod could also be connected rigidly or only pivotably about a horizontal axis to the turntable and the ends 232f and 233f of the coupling frame could be designed as coupling ends guided in grooves provided in the link carriage 202f. In this case, the coupling rod takes over the steering of the wheels 212f and 213f. Instead of a turntable 301, the steering of the Link wagons 202f naturally also take place in a different way, for example by means of steering knuckles.

A monorail path that can be used as a guiding device in a transport device according to the invention can be designed according to the exemplary embodiment of FIG. 17. In FIG. 17, 13a denotes a wagon wheel with a double wheel flange, which is guided on a rail 14 sunk in a bottom groove 12a. This rail path with the rail that is flush at ground level is no obstacle for other vehicles that use the storage space or the transport path.

FIG. 18 shows a further exemplary embodiment of a rail track that can be used for the transport device according to the invention, with a rail 266 embedded in a bottom groove 267. shown for the guidance of the articulated car wheels. With 262 a wagon wheel is designated. The rail 266 has a running surface 263, in which a guide groove is formed which enables the wheel 262 provided with only one flange to be guided on both sides. The rail is in a fill material 265, e.g. Concrete, embedded. The tread 263 is flush with the filler material 265 on both sides of the guide groove, the bottom groove 267 in turn being filled with filler material so that a flush seal with the surrounding bottom surface 264 is ensured.

This embodiment for a one-track path has the advantage that no special measures need to be taken to protect the edges of the bottom groove 267, as would be required, for example, if a rail path according to the exemplary embodiment of FIG. 17 and articulated car wheels with a double-track rim were used. Corresponding only one groove instead of a double groove needs to be provided on a turntable, the surface of which serves directly as a running surface. The same applies to turnouts and turnstiles.

19 shows a turntable 102 'for the rotation of a limousine. The turntable 102 'is sunk into the floor and is flush with the surrounding floor surface 111. On the turntable, through which the linked articulated wagons can branch off at right angles from a railroad path, you can see a railroad path consisting of two rails in accordance with the additions by the dashed lines 122 and 122 ', two rail path sections 108', 108a1 offset by 90 symmetrically to the pivot point 110 'arranged. If one assumes that two monorail paths perpendicular to one another are connected to one another by the turntable, four monorail path sections 108 are accordingly provided with the rails 112 on the turntable. The rails 112 are advantageously countersunk in the turntable 102 ′ in grooves 109 and in the surrounding floor and are flush with the disk surface or floor surface 111. Thus, the turntable and the railroad tracks connected by the turntable do not constitute an obstacle for vehicles that are not intended for the use of these railroad tracks.

In addition to turntables, turntable turnouts can also be used advantageously, for which purpose

Embodiment is shown in Fig. 20. These can also be rotated around their center point 123, with the rail tracks 124 and 125 and 124 and 126 optionally being rotated through 180 ° by rotating on the Turntable 127 arranged rail sections 128 and 129 are connectable. In this way, two optionally adjustable and continuously passable rail tracks are created.

Such a turntable solves the problem of a rail junction for bicycles with a double-track rim. Common switches with tongues that can be pivoted about vertical axes cannot be used for this. In addition, the turntable turnouts always only have consistently narrow ruts, while longer and wider rail interruptions with corresponding floor depressions are inevitable with conventional turnouts. These are very bothersome for other vehicles in hall areas and in the form of rail joints for the rail vehicles themselves.

The rail sections are advantageously arranged at a not too short distance from the center point 123. The gap required for the rotation on the periphery of the turnout switch can be made quite narrow, and the further the rail section is from the center point 123, the less perpendicular it is to the direction of travel. Narrow, sloping rail joints have an advantageous effect on the running of the rail-guided articulated vehicle wheels.

Such turntable turnouts can also have three or more rail sections, the rotation then preferably taking place through 120 °, 90 °, 72 ° etc.

In addition to turntables are also

Turntable crossings according to FIG. 21 can advantageously be used. 21, the turntable is with 127 ' designated the center of rotation 123 ', on which a rail section 131 is provided for the optional connection of the rail paths 130 and 130' or 132 and 132 '. An adjacent turntable according to FIG. 19 is designated by 133.

By means of such turnstiles, which can also be used for two-rail tracks, the joint spacing, which is particularly large in the case of railroad crossings with rails crossing directly, can be considerably reduced. In contrast to the switch, only one, preferably straight, rail section is required for an intersection, which could also be in the middle. However, an eccentric arrangement for forming an inclined rail joint is also expedient here.

If e.g. 19 for a single path not only a 90 ° branch from 112a to 112b and a straight line in the direction of 112a, but also a straight line in the direction of 112b, an intersection of 112a and 112b at right angles inevitably arises here outside the turntable. If a turntable crossing is arranged there according to FIG. 21, then traffic that is practically free of rail joints is possible in every direction, even for very sensitive goods to be transported.

In addition, a combination of

Implement turntable switches and turntable crossings. If, for example according to FIG. 20, a rotation of 90 ° or another angle is carried out instead of 180 °, a crossing rail path can be realized with this angle. In the case of more than two further rail tracks brought in from the outside, branches are also made in the crossing direction with the aid of a single turnout switch possible.

Claims

Claims

1. Transport device, in particular for the transport of goods within factories and on storage and transhipment points, with a plurality of link wagons (1) which can be coupled, characterized in that the link wagons (1) on opposite wagon corners each by a pair (3) via a joint (4) are pivotally connected to each other handlebar legs, wherein between the two two pairs of coupling pairs (3) of handlebar legs,

A connection is preferably provided between the joints (4) by means of a tension spring (5).

2. Transport device, in particular for the transportation of goods within factories and at storage and transshipment points, with a plurality of link wagons (101) which can be coupled, characterized in that the link wagons are coupled to each other at opposite wagon corners by a pair (106) of pivotable interconnected handlebar legs, one of two articulated linkage legs (104) is articulated to each of the handlebar legs to form a parallelogram linkage, and a tension spring (105) acts on the linkage legs (104), the other end of each of which is close to the coupling point (118) of the linkage legs 8106 ) is connected to the sectional wagon (101) with the clothes wagon or with the handlebar leg.

3. Transport device, in particular for the transport of goods within factories and on storage and transshipment points, with a plurality of linkable link wagons, characterized in that the link wagons are connected to one another at opposite wagon corners by coupling elements, in particular tension springs, which exert tensile forces.

4. Transport device, in particular for the transportation of goods within factories and in storage and transhipment points, with a plurality of linkable link wagons (1), characterized in that the link wagons on each other in the direction of travel on opposite side of the wagon by a handlebar (7, 7a) It is the distance of the mutually facing wagon edges with a straight alignment of the coupled wagons is small compared to the length of the handlebars.

5. Transport device, in particular for the transport of goods within factories and on storage and transhipment points, with a plurality of linkable wagons (1), characterized in that the wagons on opposite wagon corners are each coupled to one another by a handlebar (6), the distance from one another facing car edges with a straight alignment of the mutually coupled car is small compared to the length of the handlebars, and that devices for out and coupling the handlebars before or after cornering are each provided in the direction of travel of one side of the link wagon.

6. Transport device according to one of claims 4 or 5, characterized in that the links (6) are designed as an extendable, contracting spring and / or hydraulically actuated connecting element.

7. Transport device, in particular for the transport of goods within factories and on storage and transhipment points, with a plurality of link wagons (201 to 203) that can be coupled, characterized in that a rigid coupling frame (204, 205) is provided between each two opposite end of the link wagon a side facing a link car end has two coupling ends, to which are provided on the longitudinal sides of the link car facing the two coupling ends coupling points at which the coupling ends can be fixed are assigned, depending on the mutual Alignment of the link carriage at least one of the two coupling ends is fixed at the assigned coupling point and the coupling frame can be pivoted about the one fixed coupling end in the plane of the coupling frame.

8. Transport device according to claim 7, characterized in that the coupling frame (204, 205) according to the corner points of a rectangle arranged coupling ends (228 to 235), which are each assigned two coupling points at the mutually facing ends of the sectional wagons.

9. Transport device according to claim 7 or 8, characterized in that at the coupling ends vertically upwards and / or downwards projecting pins and at the coupling points for the pins guides (218 to 225) in the manner of a blind groove and bolt (239) for the Locking and unlocking of the pins in the guide is provided.

10. Transport device according to Asnpruch 9, characterized in that the locking or unlocking of the pin by means of the pin actuated pressure switch (237, 238) at the end of the sack groove-like guide and on the bolts (239) is controllable.

11. Transport device according to claim 9 or 10, characterized in that the bars (239) are electromechanically movable.

12. Transport device according to one of claims 9 to 11, characterized in that the sack groove-like guides (218 to 225) are widened in a wedge shape at the open end.

13. Transport device according to claim 7 or 8, characterized in that the coupling ends have vertically upward and / or downward projecting pins and that the pins of the coupling ends of the coupling frame detached from the coupling point in along a circular path section around the coupling point with the respectively defined coupling end guide grooves (242 to 249) running as the center of the circle.

14. Transport device according to claim 13, characterized in that the coupling frame at the front and rear ends in the direction of travel each has a vertically upward and / or downward projecting pin arranged on the frame center axis, which is guided in grooves (254 to 261) which run along a circular path section around the coupling point with the respectively defined coupling end as the center of the circle.

15. Transport device according to claim 13 or 14, characterized in that the guide grooves (242 to 249) or grooves (254 to 261) are guided to the edge of the sectional wagon.

16. Transport device according to one of claims 13 to

15, characterized in that the guide grooves (242 to 249) or grooves (254 to 261) are widened in a wedge shape at their open end.

17. Transport device according to one of claims 7 to

16, characterized in that the coupling ends (228 to 235) against the coupling frame and / or against the link carriage are pivotable about a horizontal axis.

18. Transport device according to one of claims 7 to

17, characterized in that the coupling points are provided below the supporting chassis frame of the articulated vehicle.

19. Transport device according to one of claims 7 to

18, characterized in that the coupling frame 204, 205O has essentially an H or X shape.

20. Transport device according to one of claims 1 to

19, characterized in that the articulation points of the handlebars or the handlebar legs or the coupling points with respect to the mutually facing n w agenka nten de ra ne i na nde rge koppe I te n carriage, in particular up to the level of the axes of the drive wheels or to the middle of the car.

21. Transport device according to one of claims 1 to

20, characterized in that the upper side of the sectional wagon is designed as an essentially rectangular loading floor (2).

22. Transport device according to one of claims 1 to

21, characterized in that the sectional wagons (1) have conveying devices which are supported by rollers or / and a loading belt (10) supported on the loading floor or rollers, and drive devices for rotating the rollers or for moving the loading belt over the loading floor (2). exhibit.

23. Transport device according to one of claims 1 to 22, characterized in that a guide device is provided for guiding the transport device on a transport route.

24. Transport device according to claim 23, characterized in that the guide device comprises a rail guide.

25. Transport device according to claim 24, characterized in that the rail guide (12, 117, 226) is a monorail guide (12, 226).

26. Transport device according to claim 25, characterized in that the wheels guided on the monorail have a double track rim.

27. Transport device according to claim 25, characterized in that the monorail guide for wheels with a wheel flange is designed as a rail (226) embedded in the floor, which has a running surface (263) in which a guide groove is provided, the running surface ( 263) on both sides of the guide groove is essentially flush with the surrounding bottom surface (264).

28. Transport device according to one of claims 24 to

27, characterized in that at least one turntable (102, 236) is provided in the rail path for successive changes in the direction of travel of the sectional wagons of the sectional wagons in the coupled state.

29. Transport device according to one of claims 1 to

28, characterized in that a separate drive is provided for the individual sectional wagons.

30. Transport device according to claim 28 or 29, characterized in that the turntable (102, 236) has four rail sections, the length of the sides of a square are arranged symmetrically to the disk pivot point.

31. Transport device according to one of claims 24 to 30, characterized in that turntable turnouts and / or turntable crossings are provided in the rail path.

32. Transport device according to claim 31, characterized in that the turntable or turntable switch or turntable crossing is designed as a recessed circular disk flush with the surrounding floor with recessed therein with its tread, the rail sections being flush with the top of the circular disk.

33. Transport device according to claim 32, characterized in that there are at least two rail sections on the circular disc and that at least two or three or four rail tracks are brought from the outside.

34. Transport device according to one of claims 31 to

33, characterized in that a circular disk serves both as a switch and as an intersection in that at least two rail sections are present on it and at least four rail tracks are brought in from the outside.

35. Transport device according to one of claims 28 to

34, characterized in that the distance of all rail sections on the turntable from the center thereof is at least 10%, preferably more than 20%, of the disk radius.

36. Transport device according to one of claims 25 to 35, characterized in that a part of the wheels of the individual sectional wagons is guided on the monorail.

37. Transport device according to claim 36, characterized in that the wagon wheels guided on the monorail are arranged to accommodate the greater part of the wagon load along the direction of travel closer to the center of the wagon than the other wagon wheels.

38. Transport device according to claim 36 or 37, characterized in that the wheels guided on the monorail are drive wheels.

39. Transport device according to claim 37 or 38, characterized in that the guided on the monorail wheels are arranged in the middle of the car and four further support wheels in the area of the car corners.

40. Transport device according to one of claims 36 to

39, characterized in that the wheels not guided on the monorail are designed as trailing wheels, preferably with optional locking of the pivotability in certain positions.

41. Transport device according to one of claims 36 to

40, characterized in that the wheels guided on the monorail have a different wheelbase than the other wheels.

42. Transport device according to one of claims 1 to 41, characterized in that measuring and adjusting devices for determining the position or positioning of the sectional wagons relative to one another and in with respect to the turntables and / or with respect to the cargo taking or transferring means of transport are provided.

43. Transport device according to claim 23, characterized in that the guide device comprises a guide line laid along the route for the generation of guide signals which act on a control device for controlling the wheels of the transport device.

44. Transport device according to claim 43, characterized in that the guide strand is a guide wire emitting electrical guide signals.

45. Transport device according to claim. 43 or 44, characterized in that the control device reacts to the position of the foremost wheels, each determining the direction of movement of the transport device and / or the angular position of the coupling frame relative to the articulated trolley.

46. Transport device according to one of claims 43 to

45, characterized in that the control device comprises a manual control device for controlling the foremost wheels.