EP0553764B1 - Transporteur aérien sur monorail - Google Patents

Transporteur aérien sur monorail Download PDF

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Publication number
EP0553764B1
EP0553764B1 EP93101126A EP93101126A EP0553764B1 EP 0553764 B1 EP0553764 B1 EP 0553764B1 EP 93101126 A EP93101126 A EP 93101126A EP 93101126 A EP93101126 A EP 93101126A EP 0553764 B1 EP0553764 B1 EP 0553764B1
Authority
EP
European Patent Office
Prior art keywords
roller
carrier
load
conveyor according
suspension conveyor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP93101126A
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German (de)
English (en)
Other versions
EP0553764A1 (fr
Inventor
Patrick Ing. Wulliack
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Cfc-Fordersysteme GmbH
Original Assignee
Cfc-Fordersysteme GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cfc-Fordersysteme GmbH filed Critical Cfc-Fordersysteme GmbH
Publication of EP0553764A1 publication Critical patent/EP0553764A1/fr
Application granted granted Critical
Publication of EP0553764B1 publication Critical patent/EP0553764B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B61C13/08—Locomotives or motor railcars characterised by their application to special systems or purposes for saddle or like balanced type railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles

Definitions

  • the invention relates to a monorail monorail with at least one carrier vehicle which can be moved along a running rail for transporting and positioning loads, the running rail having two opposite, essentially horizontal and lateral, essentially vertical running surfaces, and the carrier vehicle having a vehicle frame and a number of rotatably mounted thereon Rollers comprise, one of which a drive roller connected to a motor on the first horizontal, two spaced reaction rollers on the second horizontal and at least two guide rollers on opposite vertical treads.
  • Such a monorail is known from EP 0 379 206 A2.
  • vehicle parts are transported between individual workstations, to or from the warehouse or the like in a production plant for motor vehicles, and the vehicle parts are positioned at specific points for further processing.
  • the rails of the monorail track run both horizontally and have horizontal curves, and in order to raise or lower the loads hanging on the carrier vehicles in certain sections of the monorail track, in vertical curves.
  • the coefficient of friction is determined by the materials in contact and is essentially a material constant.
  • the normal force is essentially determined by the weight of the carrier vehicle and the load carried by it. When driving horizontally, the sum of the weight forces corresponds to the normal force. When driving at an incline, the normal force is reduced because, put simply, only the components of the weight forces perpendicular to the tread contribute to the normal force. For example, in the case of a specific carrier vehicle with a specific load and a specific roller-rail material, for example polyurethane on aluminum, there is only a negotiable inclination angle of a few degrees (5 to 8 o ). This means that a long, slightly inclined route is necessary to overcome a certain difference in height.
  • a disadvantage of the previously known monorail monorail is that the structure is complex and expensive. Both motors, gears and drive rollers and a toothed rail must be used. Even if the toothing is only designed as a toothed rack additionally attached to the rail, the construction of the monorail is considerably more expensive.
  • the invention is therefore based on the object to improve a monorail of the type mentioned in such a way that inclinations or slopes of the rail of 45 o or higher can be traversed with simple means without changes to the rail and without additional drives.
  • the distance L of the load suspension from the contact point of the driving roller-running surface and the distance l of the reaction rollers from the connecting axis of the contact point-load suspension point play a decisive role as parameters for overcoming possible vertical curves.
  • the torque exerted by the weight forces on the point of contact (depending on L) is compensated for by a corresponding reaction force exerted by the reaction roller lying in the direction of the rotation potentially caused by the torque (depending on lever arm 1). .
  • the greater the reaction force the greater the normal force, since the reaction rollers are supported opposite to the drive roller.
  • the angle of inclination of the vertical curves is therefore proportional to L and the sum of the weight forces and inversely proportional to l. If L becomes larger, the contact pressure exerted by the reaction rollers increases with an otherwise identical load and vertical curve.
  • Vehicles with small values of L / l and a small sum of the weight forces are only suitable for lower inclination or incline angles.
  • the ratio of L must be to l almost 5 so that the normal force and thus the static friction sufficient is great.
  • the ratio L to l is only slightly greater than two, ie less than half the required value.
  • the carrier vehicle would therefore have to be, for example, more than twice the distance between the load suspension point and the contact point between the drive roller and the rail.
  • a reaction roller is therefore spring-loaded in order to be pressed against the rail with greater force.
  • a disadvantage of this solution is that the relatively large distance between the reaction rollers and the fact that only one reaction roller is spring-loaded result in different contact forces for inclinations or gradients.
  • the contact pressure achieved by the spring action does not act in a direct line of action to the normal force, so that only part of the contact pressure can be used to increase the static friction.
  • DE-PS 474 243 discloses a mechanically driven trolley for overhead conveyors. This has two driven rollers and one opposite, symmetrically arranged and rotatable stored counter roller. The counter roller can be pressed against the running rail or an auxiliary rail, in particular on slopes, by a control.
  • a disadvantage of this known trolley is the complicated structure, which requires two motors and two gears to drive the rollers.
  • each of the motors is arranged at a relatively large distance from the rollers.
  • Reaction rollers which would provide additional contact pressure for vertical trolleys for the trolley, are not used in the trolley according to DE-PS 474 243. As a result, the counter roller must be pressed against the running rail with a relatively large contact pressure.
  • DE 34 39 647 A1 discloses a drive trolley for an electric monorail system. This has a drive wheel and an opposing, floating friction wheel. The friction wheel can be adjusted in height along side guides via a bar / runner next to the actual running track. The friction wheel is connected to the drive wheel via a revolving chain and is used to switch the gear ratio of the drive wheel.
  • a disadvantage of the drive undercarriage known from DE 34 39 647 A1 is that the additional bar / runner must be used to control the height adjustment of the friction wheel. This makes the structure of the running track more complex and more expensive.
  • the friction wheel does not simply run with it, but is driven by a chain synchronously with the drive wheel, with an additional automatic gearbox for switching the gear ratio.
  • Reaction rollers for reducing the contact pressure of the contact roller are not used in DE 34 39 647 A1.
  • a pressure roller that is easy to arrange on the vehicle frame is rotatably mounted directly opposite the drive roller. While the carrier vehicle is moving, the pressure roller runs without its own drive and can press the second horizontal running surface with an additional force. Since the pressure roller is located directly opposite the drive roller, the additional force is added directly to the normal force.
  • the additional force can be determined, for example so that, are that even with empty running of the vehicle with only certain of the weight of the carrier vehicle normal force, slopes or inclinations of 45 ° or greater by mobile.
  • the pressure roller is constant during the entire journey, i.e. even with horizontal rail sections, can be pressed against the tread or it can only be pressed onto the rail in a controlled manner in the region of inclines or inclinations.
  • the drive roller can roll on the upper horizontal tread or on the lower, opposite, horizontal tread, the reaction rollers and the pressure rollers being arranged on the other tread. Since the reaction rollers for increasing the normal force are only partially used in comparison to, for example, FR-A-25 82 276, they can therefore be arranged on joints in order to adapt to both the horizontal and vertical curves.
  • reaction rollers are arranged symmetrically to the pressure roller. In this way, the additional forces exerted by the pressure rollers add up to the normal force in the same way, regardless of whether the vehicle is negotiating an incline or slope.
  • the carrier vehicle In order to adapt the carrier vehicle to driving through both inclines and inclinations in a simple manner, it is advantageous if the carrier vehicle is designed symmetrically to the connecting axis of the drive roller and the adapter roller.
  • the pressure roller is rotatably mounted on a carrier movable along a carrier guide.
  • Carrier guide and carrier can be designed, for example, as a piston-cylinder unit, the pressure roller being mounted on the free end of the carrier.
  • the piston-cylinder unit can be subjected to force in a known manner, as a result of which the contact pressure can be determined.
  • the piston-cylinder unit can be actuated by a manual or automatic control so that it exerts a contact pressure while driving up and down gradients and is inoperative during a horizontal travel of the motor vehicle.
  • the contact pressure can be reduced due to the weight of the load transported by the carrier vehicle with a larger load and increased with a smaller load.
  • a spring element is arranged concentrically with the carrier guide for pressing the pressure roller onto the second horizontal running surface between the carrier and the vehicle frame.
  • the spring element is held between the carrier and the vehicle frame and acts upon the pressure roller.
  • a load suspension device is arranged on the underside of the vehicle frame for hanging the load. It is particularly advantageous if the load suspension device is designed as a load hook running along the connection axis and provided with a load articulation point. The load can be easily hooked into the load hook and the arrangement of the load hook in the extension of the connecting axis of the drive roller and pressure roller increases the normal force to the maximum and in the same way on inclines or slopes.
  • the load hook is designed with its end section projecting in the direction of the running rail from the underside of the vehicle frame as a carrier guide for the carrier of the pressure roller. In this way, a compact construction is obtained in which all components work together.
  • the running rail is designed as a double-T support, the surfaces of the T-beams forming the horizontal and their side surfaces forming the vertical running surfaces.
  • the drive roller rolls on the surface of the upper T-bar and the reaction rollers and pressure roller on the surface of the opposite T-bar.
  • the guide rollers roll on the side surfaces of the respective T-beams, a guide roller being arranged, for example, on each side surface and the guide roller rolling on the respective opposite side surface directly opposite.
  • eight guide rollers can also be used, two guide rollers spaced apart from one another being arranged on one side surface of a T-bar.
  • the load hook and the carrier are formed in one piece and are movably mounted in the vehicle frame along the connecting axis, the spring element between a stop flange on the carrier and a base plate of the vehicle frame is arranged concentrically to the load hook / carrier guide.
  • the spring element between a stop flange on the carrier and a base plate of the vehicle frame is arranged concentrically to the load hook / carrier guide.
  • the load suspended on the load hook pulls the pressure roller slightly away from the tread. Especially when the carrier vehicle is traveling horizontally, the contact pressure is thus reduced or even completely eliminated. If, for example, the carrier vehicle moves on an incline, the suspended load is pivoted about its point of articulation and only a force component of the weight force perpendicular to the running surface acts on the spring element. Since this force component is less than the weight force, the pressure roller is again pressed more strongly against the running surface by the spring element, as a result of which the normal force and thus the driving ability of the drive roller increases. In addition to the increased contact pressure of the pressure roller the normal force is increased by the reaction forces of the reaction rollers.
  • the spring element is a spiral spring. This is arranged between the stop flange and the base plate of the vehicle frame concentrically to the carrier guide, that is, the load hook. Depending on the attached load, the coil spring is more or less compressed and the contact pressure is increased or decreased accordingly.
  • a carrier vehicle 4 moves along the running rail 3 in the direction of travel 50.
  • the running rail 3 comprises a substantially horizontal rail section, to which a rising rail section including a gradient angle 62 is connected with the horizontal rail section.
  • the running rail 3 is shown in a side view, the first and second horizontal running surfaces 5 and 6 lying opposite one another and projecting from these vertical running surfaces 7 and 8 and facing one another.
  • the carrier vehicle 4 moves along the slope section of the rail 3. It has a drive roller 12 which rolls on the first horizontal running surface 5 and is in contact with it at the contact point 52.
  • the drive roller 12 can be rotated by a motor 20 in the direction of rotation 51, the direction of rotation being counterclockwise, so that the carrier vehicle 4 moves in the direction of travel 50.
  • Motor 20 and drive roller 12 are arranged on an upper head plate 47 of a vehicle frame 11.
  • the head plate 47 is connected to a base plate 44 via two essentially vertical supports 48 and 49. This is arranged below the second horizontal running surface 6 of the rail 3.
  • a pressure roller 19 rotatably mounted on a carrier 30 is arranged between the end sections of the vertical supports 48 and 49 connected to the base plate 44. This rolls on the second horizontal tread 6 in a clockwise direction and is arranged directly opposite the drive roller 12.
  • the carrier 30 has on its side opposite the pressure roller 19 a stop flange 43, between which and the bottom plate 44 a spiral spring 32 is arranged.
  • a load suspension device 33 is arranged on an underside 35 of the base plate 44 opposite the carrier 30. This is essentially designed as a load hook projecting from the base plate 44.
  • a load with the weight G can be suspended in an opening 34 of the load suspension device 33 designed as a load articulation point. Due to the inclination of the carrier vehicle 4 by the pitch angle 62, the weight G can be broken down into its two components N and D.
  • the force component N runs vertically to the second horizontal tread 6, while the force component D runs in the direction of the tread and opposite to the direction of travel 50.
  • Two lateral supports 45 and 46 are arranged on the base plate 44 of the vehicle frame 11 on both sides of the pressure roller 19 symmetrically to the connecting line between the load articulation point and the pivot bearing 21 of the drive roller 12. These are attached at one end to the base plate 44, while guide rollers 15 and 16 are mounted at their other ends. These are rotatable about pivot bearings 24 and 25 and roll on the vertical running surface 7 of the rail 3. While the rotary bearings of the drive roller 12 and pressure roller 19 run perpendicular to the plane of the drawing, the rotary bearings of the guide rollers 15 and 16 are arranged in the plane of the drawing, that is to say perpendicular to the rotary bearings of the drive roller and pressure roller.
  • reaction rollers 13 and 14 Between the guide rollers 15 and 16 adjacent to these reaction rollers 13 and 14 are rotatably mounted on the side supports 45 and 46.
  • the rotary bearings 22 and 23 of the reaction rollers 13 and 14 run parallel to those of the drive roller 12 and the pressure roller 19.
  • the reaction rollers 13 and 14 roll off like the pressure roller 19 on the second horizontal running surface 6 of the rail 3 and grip the rail 3 together with the Driving roller 12.
  • FIG. 2 shows the monorail overhead conveyor with a further embodiment of a carrier vehicle 4.
  • the drive roller 12 On the head plate 47, the drive roller 12 is rotatably mounted on the pivot bearing 21 above the first horizontal running surface 5. At the point of contact 52, the drive roller 12 rolls along the first horizontal running surface 5.
  • two side plates 56 and 57 are arranged perpendicularly thereto. These carry at their ends opposite the head plate 47 guide rollers 17 and 18 which are rotatably mounted on corresponding pivot bearings 26 and 27. The guide rollers 17 and 18 touch the vertical tread 8 and roll on this.
  • the head plate 47 and the side plates 56 and 57 are arranged on the upper side of a rectangular frame part of the carrier vehicle 4.
  • the rectangular frame part comprises an upper connecting plate 58 on which head plate 47 and side plates 56 and 57 are arranged, vertical side plates 48 and 49, a lower connecting plate 65 and a rear end plate 59 provided with an opening 60.
  • the vertical side plates 48 and 49 run vertical to the first and second horizontal running surfaces 5 and 6, respectively, while the upper and lower connecting plates 58 and 65 are arranged in the direction of the horizontal running surface.
  • the upper connecting plate 58 has an opening for the drive roller 12, in which it stands at the point of contact 52 on the first horizontal running surface 5.
  • the lower connecting plate 65 has a corresponding opening for the pressure roller 19, in which it stands on the second horizontal running surface 6.
  • the guide rollers 15 and 16 are arranged on the vertical running surface 7 adjacent to the second horizontal running surface 6. These, like the other parts of the carrier vehicle 4, are arranged symmetrically to the connecting axis 29 of the rotary bearing 21 and the rotary bearing 28 of the drive roller 12 or pressure roller 19.
  • L-shaped guide roller supports 53 and 54 are arranged between guide rollers 15 and 16 and the base plate 44 of the carrier vehicle 4. These lie with their shorter L-legs from below on the lower connecting plate 65 and carry the free ends of the guide rollers 15 and 16. The longer L-legs run parallel to the connecting axis 29 and stand with their free ends on the base plate 44.
  • the pressure roller 19 is arranged between the L-shaped guide roller carriers 53 and 54.
  • a carrier 30 which has the rotary bearing 28 at its upper end.
  • a stop flange 43 is formed, between which and the base plate 44 a spring element 32 is arranged.
  • the load suspension device 33 extends from the stop flange 43 in the spring element 32 and along the connecting axis 29. This is passed through an opening in the base plate 44 and has the load pivot point 34 at its end protruding on the underside 35 of the base plate 44. This is arranged on the connecting axis 29.
  • L-shaped lateral supports 45 and 46 run on the base plate 44 on both sides of the pressure roller 19. With their longer L-legs, these are adjacent to the guide roller supports 53 on the base plate 44 and 54 arranged. At the end of the bent, shorter L-legs, the reaction rollers 13 and 14 are rotatably mounted about pivot bearings 22 and 23.
  • the distance of the pivot bearing 22 or 23 from the pivot bearing 28 or from the load articulation point 34 is 1.
  • the distance of the load articulation point 34 from the point of contact 52 of the drive roller 12 with the first horizontal running surface 5 is L.
  • the load suspension device 33 designed as a load hook is movably mounted in directions 55, that is to say along the connecting axis 29. By connecting load hook 33 and carrier 30, the pressure roller 19 can also be moved in directions 55 in the same way.
  • FIG. 3 shows a section along the line III-III from FIG. 2. The same parts are provided with the same reference numerals and are only mentioned in part.
  • the motor 20 is arranged on the side of the head plate 47 opposite the drive roller 12.
  • the guide rollers 17 are arranged on both sides of the running rail 3.
  • a guide roller 17 is rotatably mounted on the side plate 56, while the other guide roller 17 is rotatably mounted on a connecting flange running perpendicular to the head plate 47.
  • the drive roller 12 is rotatable about its rotary bearing 21 and has a tread coating 61 along its circumference to increase the static friction.
  • the drive roller 12 stands on a surface 39 of the first horizontal running surface 5.
  • This forms the upper side of a T-bar 37 which, via a connecting web 63, has a further, opposite T-bar 38 connected is.
  • the running rail 3 is designed as a double-T beam.
  • the guide rollers 17 stand on both sides.
  • reaction rollers 13 and 14 shown in Figure 2 are also on the surface 40 of the T-beam 38.
  • the guide rollers 16 and 18 also shown in FIG. 2 are arranged corresponding to the guide rollers 15 and 17 and are formed on both sides of the rail 3.
  • the load suspension device 33 is arranged, which at the same time forms a carrier guide 31 for the carrier 30 of the pressure roller 19.
  • the carrier guide 31 is provided with the stop flange 43, between which and the base plate 44 the spring element 32 is held.
  • a load 2 is pivotally mounted in the load articulation point 34 by means of a suspension 64.
  • the load hook 33 is connected to the carrier 30 of the pressure roller 19 and is mounted such that it can move relative to the base plate 44, then when the vehicle is traveling horizontally, the pressure force is reduced by the weight G of the load. In this way, the friction of the vehicle is reduced and it is easier to move along the horizontal rail. As soon as the vehicle has to overcome an incline or incline, the weight G is reduced depending on the angle of inclination 62 to its force component N, which acts counter to the contact force. Because of this, the contact pressure increases and thus the normal force acting.
  • the force component D of the weight force G acting in the direction of the second horizontal running surface 6 leads, owing to the distance L from the load articulation point 34 and the contact point 52, to a torque which in FIG. 1 presses the reaction roller 14 more strongly onto the rails 3. In this way, a reaction force is exerted on the rail 3 as a function of the distance l of the reaction roller from the connecting axis 29. This also leads to an increase in the driving ability of the driving roller 12.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)

Claims (12)

  1. Monorail suspendu (1) comportant au moins un véhicule porteur (4) pouvant se déplacer le long d'un rail de roulement (3) pour le transport et le positionnement de charges (2), le rail de roulement comportant deux surfaces de roulement sensiblement horizontales (5, 6) en vis-à-vis et des surfaces de roulement latérales et sensiblement verticales (7, 8, 9, 10) et le véhicule porteur (4) comprenant un châssis de véhicule (11) et une pluralité de galets (12, 13, 14, 15, 16, 17, 18, 19) montés tournants sur ce dernier, parmi lesquels un galet moteur (12) relié pour son entraînement à un moteur (20) roule sur la première surface de roulement horizontale (5), deux galets de réaction (13, 14) espacés l'un de l'autre roulent sur la deuxième surface de roulement horizontale (6) et au moins deux galets de guidage (15, 16, 17, 18) roulent sur des surfaces de roulement verticales (7, 8, 9, 10) en vis-à-vis,
    caractérisé par le fait
    qu'au moins un galet de pression (19) pouvant être sollicité par une force en direction de la deuxième surface de roulement horizontale (6) est monté tournant sur le châssis de véhicule (11), entre les galets de réaction (13, 14), directement en face du galet moteur (12) et roule le long de la deuxième surface de roulement horizontale (6).
  2. Monorail suspendu selon la revendication 1,
    caractérisé par le fait
    que les galets de réaction (13, 14) sont disposés de manière symétrique par rapport au galet de pression (19).
  3. Monorail suspendu selon la revendication 1 ou 2,
    caractérisé par le fait
    que le véhicule porteur (4) est agencé symétriquement par rapport à l'axe (29) reliant le galet moteur (12) et le galet de pression (19).
  4. Monorail suspendu selon au moins l'une des revendications précédentes,
    caractérisé par le fait
    que le galet de pression (19) et son palier de rotation (28) peuvent se déplacer le long de l'axe de liaison (29).
  5. Monorail suspendu selon au moins l'une des revendications précédentes,
    caractérisé par le fait
    que le galet de pression (19) est monté tournant sur un support (30) mobile le long d'un guidage de support (31).
  6. Monorail suspendu selon la revendication 5,
    caractérisé par le fait
    qu'un élément à ressort (32) est disposé de manière concentrique par rapport au guidage de support (31) pour presser le galet de pression (19) contre la deuxième surface de roulement horizontale (6) entre le support (30) et le châssis de véhicule (11).
  7. Monorail suspendu selon au moins l'une des revendications précédentes,
    caractérisé par le fait
    qu'un dispositif de suspension de charge (33) est disposé sur la face inférieure (35) du châssis de véhicule (11) pour suspendre une charge (2).
  8. Monorail suspendu selon la revendication 7,
    caractérisé par le fait
    que le dispositif de suspension de charge (33) est réalisé sous la forme d'un crochet porte-charge qui s'étend le long de l'axe de liaison (29) et est équipé d'une articulation (34).
  9. Monorail suspendu selon les revendications 5 à 8,
    caractérisé par le fait
    qu'avec sa partie terminale (36) faisant saillie de la face inférieure (35) du châssis de véhicule (11) dans la direction du rail de roulement (3), le crochet porte-charge (33) est réalisé sous forme de guidage (31) pour le support (30) du galet de pression (19).
  10. Monorail suspendu selon au moins l'une des revendications précédentes,
    caractérisé par le fait
    que le rail de roulement (3) est réalisé sous forme de support en double T, les surfaces (39, 40) des barres (37, 38) des T formant les surfaces de roulement horizontales (5, 6) et leurs faces latérales (41, 42) formant les surfaces de roulement verticales (7 à 10).
  11. Monorail suspendu selon la revendication 8 ou 9,
    caractérisé par le fait
    que le crochet porte-charge (33) et le support (30) sont réalisés d'une seule pièce et sont montés dans le châssis de véhicule (11) avec possibilité de déplacement le long de l'axe de liaison (29), l'élément à ressort (32) étant disposé entre une bride de butée (43) disposée sur le support et une plaque de fond (44) du châssis de véhicule (11) de manière concentrique par rapport au crochet porte-charge / guidage de support.
  12. Monorail suspendu selon la revendication 6,
    caractérisé par le fait
    que l'élément à ressort (32) est un ressort spiral.
EP93101126A 1992-01-28 1993-01-26 Transporteur aérien sur monorail Expired - Lifetime EP0553764B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE9200973U 1992-01-28
DE9200973U DE9200973U1 (de) 1992-01-28 1992-01-28 Einschienenhängebahn

Publications (2)

Publication Number Publication Date
EP0553764A1 EP0553764A1 (fr) 1993-08-04
EP0553764B1 true EP0553764B1 (fr) 1996-05-08

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP93101126A Expired - Lifetime EP0553764B1 (fr) 1992-01-28 1993-01-26 Transporteur aérien sur monorail

Country Status (3)

Country Link
EP (1) EP0553764B1 (fr)
DE (2) DE9200973U1 (fr)
ES (1) ES2087576T3 (fr)

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JP5582366B2 (ja) * 2012-05-23 2014-09-03 株式会社ダイフク 物品搬送設備
DE102012024693B3 (de) * 2012-12-18 2014-03-27 Sew-Eurodrive Gmbh & Co Kg Schienenanlage, umfassend ein entlang einer Schienenstrecke bewegbares Schienenfahrzeug
JP6471651B2 (ja) * 2015-08-27 2019-02-20 株式会社ダイフク 物品搬送設備
AT518744B1 (de) * 2016-05-17 2018-07-15 Hubert Palfinger Tech Gmbh Schienengebundene Antriebsvorrichtung
CN107745715B (zh) * 2017-10-31 2019-04-09 中唐空铁集团有限公司 一种控制悬挂空铁平稳运行的吊挂方法
CN107891871B (zh) * 2017-11-10 2023-07-07 中唐空铁集团有限公司 悬挂式空中单轨交通系统用连接机构
CN111216743B (zh) * 2020-01-14 2021-09-03 中煤科工集团重庆研究院有限公司 矿用轨道式巡检机器人爬坡辅助装置
CN111252083B (zh) * 2020-01-14 2021-04-16 中煤科工集团重庆研究院有限公司 矿用轨道式巡检爬坡机器人
US11299182B2 (en) 2020-06-02 2022-04-12 Jean Victor Peloquin Suspended public transit system
CN114735035B (zh) * 2022-03-21 2022-11-29 中国矿业大学 一种混联式油电混合动力单轨吊车及控制方法

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US3129671A (en) * 1961-08-21 1964-04-21 Aircraft Armaments Inc Monorail tractor
FR1441383A (fr) * 1965-07-31 1966-06-03 Tourtellier Sa Ets Dispositif de dégagement de la roue motrice à adhérence de chariots de voies suspendues électrifiées
DE2045659A1 (de) * 1970-09-16 1972-03-23 Stierlen Werke Ag Fördereinrichtung mit Hängebahnfahrwerken
US3774548A (en) * 1971-01-13 1973-11-27 A Borst Gripping locomotive for suspended railway
JPH02200561A (ja) * 1989-01-31 1990-08-08 Yamaha Motor Co Ltd モノレール走行装置

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EP0553764A1 (fr) 1993-08-04
DE59302469D1 (de) 1996-06-13
ES2087576T3 (es) 1996-07-16
DE9200973U1 (de) 1992-05-21

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