Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B7/00—Other common features of elevators
  • B66B7/02—Guideways; Guides
  • B66B7/022—Guideways; Guides with a special shape
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
  • B66B9/02—Kinds or types of lifts in, or associated with, buildings or other structures actuated mechanically otherwise than by rope or cable
  • B66B9/022—Kinds or types of lifts in, or associated with, buildings or other structures actuated mechanically otherwise than by rope or cable by rack and pinion drives

Definitions

• Method and device for the transportation of people preferably including bicycles and / or wheelchairs, and / or passenger and / or truck vehicles: and / or for the transportation of objects and / or material
• the invention relates to a method and a device for the transport of people, preferably including bicycles and / or wheelchairs, and / or passenger and / or trucks and / or for the transport of objects and / or material, along a path with at least one arcuate Driving section and preferably at least one substantially vertical driving section and preferably at least one substantially horizontal or inclined driving section, in particular for bridging roads at a height that does not impede traffic and / or for bridging other obstacles and / or height differences by means of a transport unit, in particular in the form of a cabin and / or a transport platform.
• a method and a device for bridging lanes is already known, with a vertical driving section having a station on each side of the lanes and with a substantially horizontal driving section which does not obstruct vehicle traffic Bridged height and each with an arcuate driving section between the vertical driving sections and the horizontal driving section.
• a cabin is used which has a plurality of pairs of rollers in the upper and in the lower area, which run in the essentially horizontal driving section on lower and upper rails provided on the two road edges and extending parallel to one another, in the curved areas Branches and interruptions of the rails and switch-like devices are provided to ensure that the cabin is kept in a vertical position during the bow travel.
• a cable drive is provided which is fastened approximately in the middle of the cabin floor and by means of which the cabin can be moved from one station on one side of the carriageway to the other station on the opposite side of the carriageway and back.
• This known conveying device has the disadvantage that at least a passage through the curved travel sections at a higher speed is not possible due to the interruptions in the rails and the required switch parts. Furthermore, when using the cable drive jerky rolling of the cabin along the rails cannot be avoided.
• the object of the present invention is to provide a method of the type mentioned at the outset which avoids the disadvantages of the abovementioned prior art and enables rapid travel through all driving sections, including the curved driving sections, at high speed with smooth driving behavior.
• This object is achieved on the basis of the above-mentioned method in the method according to the invention in that people, preferably including bicycles and / or wheelchairs, and / or passenger and / or trucks and / or objects and / or material, by means of a transport unit, in particular in the form of a cabin and / or a transport platform, on stationary rails that extend continuously and steadily along the route continuously and continuously from a first station on one side of the lanes to be bridged or obstacles or height differences to a second station on the other side of the Roads or obstacles or differences in height or vice versa with a driving speed of at least about 0.5 m / sec, preferably at least about Im / sec and a maximum driving speed, which takes into account that the acceleration forces and in particular the centrifugal force Frequently, in the arcuate travel sections remain compatible for the persons and objects to be transported.
• the driving speed is preferably at least about 1.5 m / sec.
• a travel path can have a substantially vertical travel section on each side of the lanes or obstacles or height differences to be bridged and an essentially horizontal or inclined travel section arranged in the area to be bridged at a higher level, as well as with two curved travel sections in the transition areas between the substantially vertical travel sections and the substantially horizontal or inclined travel section, the transport unit located in a first station is gently accelerated from a standing start in the vertical direction to a first constant speed, preferably at least about 1 m / sec and then continue to travel at this first speed along the following arc-shaped travel section, and approximately after the end of the arc travel the transport unit to a higher second speed, preferably from ice at least about 1.5 m / sec, accelerated and then driven through at this higher second speed along the substantially horizontal or inclined driving section to a point shortly before its end and then to the first lower speed, preferably at least about 1 m / sec, braked and at this first speed the second arc-shaped driving section and preferably the subsequent second vertical travel section is also
• the transport unit located in a station are gently accelerated from a standing start in the vertical direction to a first constant speed, preferably at least about 1 m / sec and then driving through the first vertical driving section at this first speed and gradually moving to a higher second speed, preferably at least, when driving through the following curved driving section at least about 1.5 m / sec, accelerated and then drive through this essentially horizontal or inclined driving section approximately to its end at this higher second speed are and when driving through the arc-shaped driving section gradually to the first lower speed, preferably at least about 1 m / sec, braked and the second vertical driving section is traversed at this first speed and the transport
• the transport unit located in a station can be smoothly adjusted in a vertical direction from a standing position to an essentially constant one Speed, preferably at least about 1 m / sec, in particular at least about 1.5 m / sec, are accelerated and then continued at this constant speed essentially along the entire travel path and are gently braked to their end position at the end of the second vertical travel section.
• the vertical travel sections which may have a station in the form of a single-hip arch, may be formed at each end of the arch, at least the one-hip arch of the guideway with a preferably approximately constant travel speed of at least approximately 1 m / sec, advantageously at least about 1.5 m / sec.
• the third driving section can be driven through at high driving speed, preferably at least 1.5 m / sec, and the motor vehicles can be driven at the first station as with the second station, the entrances and exits provided on the outer end faces can be extended or retracted without turning.
• the transport unit is preferably driven by means of at least one controllable self-drive which interacts with the fixed rails and which is in particular a double-sided drive, preferably in the form of at least two synchronous drives and advantageously in the form of gear drives, the gears of which preferably engage in the manner of a rack toothing with roller bolt rails arranged in a fixed manner on both sides of the travel path.
• This uniform and synchronous gear drive on both sides of the transport unit ensures very smooth driving behavior even at high driving speeds.
• the gearwheels are advantageously held in engagement with the roller bolt rails by means of carriages which are supported on stationary rails, a tendon error (b) of the carriage being corrected in the transition regions between the straight roller bolt rails and the curved roller bolt rail sections Distance of the support points of the carrier wheels of the trolley on the rails supporting it results.
• the correction of the tendon defect (b) in the production of the bores for the bolts in the roller bolt rails is preferably carried out by means of electronically controlled processing machines.
• the transport unit in order to avoid oscillating movements of the transport unit around the drive shaft of the double-sided synchronous drives, the transport unit is preferably moved along the route during its travel.
• stabilizing devices which preferably cooperate with additional rails, held in a vertical position.
• the invention also relates to a transport device, in particular for carrying out the method according to the invention, in particular for bridging carriageways at a height which does not hinder carriageway traffic and / or for bridging other obstacles and / or height differences with a guideway which has at least one curved travel section, preferably has at least one essentially horizontal or inclined travel section and preferably at least one essentially vertical travel section, the arcuate travel sections being provided in the transition area or in the transition areas between a substantially vertical travel section and a substantially horizontal or inclined travel section, and with stationary rails extending essentially continuously and continuously along the route and with at least one transport unit, in particular in the form of a cabin and / or e in its transport platform, for the transport of people, preferably including bicycles and / or wheelchairs, and / or for the transport of passenger and / or goods vehicles and / or for the transport of objects and / or material, the transport unit by means of a with the stationary rails interacting controllable self-propulsion essentially continuously along the route is mov
• the self-propulsion is preferably double-sided and preferably comprises at least two synchronous drives, which are fastened opposite one another on opposite sides of the conveying unit so that they each interact with one of the stationary rails on the guideway edge.
• the synchronous drives are preferably designed as gear drives, the gears of which, preferably in the manner of a rack-and-pinion system, engage with roller bolt rails which are arranged in a fixed manner on both sides of the travel path, the gear drive advantageously at least one continuously perpendicular to the direction of travel of the transport unit Includes rigid drive shaft extending to the opposite edge of the path, which carries at both ends a non-rotatably mounted gearwheel which engages with a roller bolt rail on the adjacent edge of the path.
• the present invention also relates to a gear drive and a method for its production and the use of the same for conveying devices, in particular for bridging carriageways and in particular for crossing roads, railway lines, canals, production lines and / or similar obstacles, the conveying device in particular has at least one arcuate driving section.
• the teeth of the gear come into engagement with the roller bolts of a roller bolt rail, the roller bolts each comprising a preferably hardened sleeve that is mounted on the bolt so that it can roll, and a bearing bushing serving as a plain bearing is advantageously interposed between the hardened sleeve and the bolt.
• the roller bolt rail and the gearwheel are preferably designed such that at least two teeth constantly come into engagement with two roller bolts when the gearwheel rolls, the force application points preferably being in the center of the bolt (see FIGS. 28 and 29).
• the pitch circle diameter D "of the gear is selected according to the invention at least equal to or greater than six times the pitch T of the gear.
• the teeth of the gearwheel are preferably dimensioned and designed such that there is play between the tooth flanks of the teeth engaging the roller bolts and the roller bolts adjacent to these tooth flanks, which is advantageously at least 0.1 mm, is preferably between about 0.2 to 0.5 mm in order to make the drive as insensitive to dirt as possible.
• the gear drive according to the invention it is advantageous in the gear drive according to the invention to design the tooth base between two adjacent teeth so deep that when the gear rolls in the roller bolt rail, there is at least a distance of preferably about 2 to between the roller bolts that come into engagement with the gear and the respective gear base 5 mm remains in order to avoid disturbances of the rolling process as far as possible by dirt, ice, snow or the like.
• a carriage is assigned to the synchronous drives, with a carriage plate which is screwed to a bearing housing of a drive shaft bearing and which carries two large carrying wheels and two small supporting wheels, which are supported on opposite sides of the angle profile rails, so that the gear wheel of the Synchronous drive is held by the carriage in engagement with the roller bolt rail.
• the stabilization device can have a plurality of support rollers which are arranged above the transport unit and are guided by means of a rail system, the support rollers when changing the travel Drive direction from a horizontal or inclined direction of travel to the vertical direction of travel in a C-shaped rail profile, which can be moved parallel to the vertical direction of travel by means of a stabilizing carriage, and according to the invention at least one counterweight by means of ropes on a support frame fastened to the C-shaped rail profile are guided over stationary rope pulleys, can be fastened so that when the transport unit bends from the horizontal or inclined direction of travel into the vertical direction of travel, the counterweight by means of the ropes guided over the fixed rope pulleys from the C-shaped rail profile moving downward with the transport unit is pulled upwards such that the drive motor of the transport unit is substantially relieve
• the synchronous drives in the form of linear motors, the rails being designed in accordance with the construction of the linear motors.
• the vertical travel sections can each have at least one access on the same and / or on different sides, in particular on the front and / or back and / or on the inner and / or outer end faces of the towers, optionally in one or in both vertical sections one above the other, several accesses can be arranged at different levels.
• a speed limiter with a safety switch can be mounted in the conveying device, preferably above the stabilizing carriage, preferably on its guide profiles or on the guideway support structure, and a brake safety device can be mounted on the stabilizing carriage so that when it is actuated, its braking elements act on at least one guide rail of the stabilizing carriage and the safety lever of the safety brake device is connected via a connecting element to a cable drive which is guided over the speed limiter and at least one deflection pulley which is fixed in position at the lower end of the guide profiles of the stabilizing carriage, so that the safety brake device is triggered when the cabin passes over the support roller pairs the stabilization device takes the stabilization carriage with it, when it travels vertically exceeds a predetermined maximum speed, wherein an actuation of the safety switch of the speed limiter and a switching off and / or braking of the drive motor of the cabin take place simultaneously.
• braking devices that are actuated by the safety switch of the speed limiter can be provided on the synchronous gears and / or their common drive shaft and / or on the carriages.
• a synchronous carriage is assigned to the synchronous drives, the supporting structure or carriage plate of which is fastened to a bearing housing of a bearing of the drive shaft of the synchronous drives, each carriage having four, preferably equally large, supporting wheels, two of which are attached to one of the two support opposite sides of the stationary rails formed treads such that the drive shaft is supported on the rails and the gears of the synchronous drive attached to it are held in engagement with the toothing which extend along the stationary rails, preferably on the drive shaft, below
• Intermediate connection of suspensions an intermediate frame is attached, on which the transport unit, preferably suspended via four tension members arranged adjacent to its corners, is preferably suspended, and unequal loads in different areas hen the bottom surface of the transport unit, preferably by means of a connecting rod which connects the four resiliently supported on the intermediate
• the gearwheels of the synchronous drives designed in the form of gearwheels can mesh with toothings which are arranged along the running rails for the carriages and in the form of toothed racks, preferably roller bolts.
• the outer circumferential surface of the sleeves of the roller bolts and preferably also the circumferential surface of the bolts of the roller bolts or alternatively the inner surface of the roller bolt sleeves can be provided with a low-friction and wear-resistant plastic coating, so that when meshing the drive gearwheels with the roller bolt toothing, metal-metal contact is avoided and improved Smoothness is achieved.
• the plastic coatings can consist of a plastic that reduces friction, in particular of polytetrafluoroethylene.
• the plastic covers may also be advantageous to produce the plastic covers from a moderately hard, shear-resistant and resistant neoprene mixture, the surface of which is covered with a low-friction and wear-resistant nylon fabric that gives the surface a low coefficient of friction.
• toothed belts whose teeth are made of a shear-resistant and resistant neoprene mixture and whose tooth surfaces are covered with a low-friction and wear-resistant nylon fabric that gives them a low coefficient of friction.
• At least one additional stationary rail in addition to the two first stationary rails provided for driving the conveying unit, each of which comprises an angle profile rail together with a roller bolt rail, at least one additional stationary rail can be provided, which preferably also has an angle profile rail together with an additional roller bolt rail comprises and extends exactly parallel to the first rails, but at a vertical distance (AI) above or below one of the two first rails and offset from it by a horizontal distance (A2, A3), the additional rail being assigned an additional carriage , which carries a gear, meshes with the additional roller bolt rail and synchronously with the gears of the synchronous drive by means of a chain drive or an intermediate gear fixedly mounted on the transport unit iebes the transport unit is driven, which are in engagement with the roller bolt rails of the first two stationary rails, such that a vertical position of the transport unit along the entire travel path is ensured by the additional stationary rail.
• AI vertical distance
• A2, A3 horizontal distance
• This modified embodiment offers the advantage that the travel path can be formed essentially in the form of a round arch, elliptical arch, basket arch or one-hip arch and because of the resulting larger radii of curvature can be traversed at a very high speed without the Acceleration and centrifugal forces have negative effects on the people or objects to be transported.
• the synchronous drives in the form of linear motors and the rails are designed in accordance with the construction of the linear motors, the additional rail and the synchronous drive assigned to it are preferably formed in the same way.
• the transport device according to the invention enables obstacles such as roads, railway lines, canals, production lines and similar systems to be driven over, the transport unit, in particular in the form of a cabin or a platform, using the transport device according to the invention from a first location over the obstacles to a second location and back is transportable and the first and second location can be at the same level or at different levels.
• the method according to the invention and the transport device according to the invention are particularly advantageous in road traffic, since they make it possible for pedestrians and wheelchair users to cross roadways comfortably and safely without having to interrupt the flow of traffic.
• FIG. 1 shows a partial front view of the left tower area of a first exemplary embodiment of the conveying device according to the invention, partly in section along the line I-I of FIG. 7;
• Fig. 2 is a side view of Figure 1 seen from the left.
• FIG. 3 shows a partial view of a horizontal driving section of the conveying device according to the invention
• FIG. 4 is a top view of the horizontal travel section according to FIG. 3;
• FIG. 5 shows a partial front view of the right tower area of the first exemplary embodiment of the conveying device according to the invention
• FIG. 6 is a partial front view, partially in section, similar to FIG. 1, but with the cabin in the upper section of the tower area;
• FIG. 7 shows a cross-section in plan view along the line VII-VII through the tower according to FIG. 1 on an enlarged scale
• FIG. 8 shows a section along the line VIII-VIII through the horizontal driving section according to FIG. 4 on an enlarged scale
• 9 is a side view of a synchronous drive according to the invention on an enlarged scale, partially broken away;
• FIG. 10 shows a cross section through the synchronous drive according to FIG. 9 along the line X-X;
• FIG. 12 shows a section through a first embodiment of a roller bolt rail according to the invention on a greatly enlarged scale
• FIG. 13 shows a section through a second embodiment of a roller bolt rail according to the invention on a greatly enlarged scale
• FIG. 20 shows a partial section through the cabin stabilization according to FIG. 14 along the line XX-XX on an enlarged scale
• Fig. 21 is a schematic partial view of a modified
• FIG. 22 is a top view of the cabin stabilization shown in FIG. 21;
• FIG. 23 is a partial plan view of the right tower area shown in FIG. 5 on an enlarged scale, with the modified embodiment of the cabin stabilization according to FIGS. 21 and 22;
• 24 is a partial side view of a modified embodiment of the guide device of the cabin stabilization on an enlarged scale and partly in section;
• Fig. 26 is a cross section along the line XXVI-XXVI of Fig. 25;
• FIG. 27 shows a side view of the synchronous drive similar to FIG. 9, but when traveling through a curve
• 29 is a highly schematic representation of the rolling movement taking place between the gear and the roller bolt rail in the gear drive according to the invention, similar to FIG. 28, but with an arcuate roller bolt rail.
• 30 is a partial front view of the right tower area and the adjacent horizontal travel section of a second embodiment of the conveying device according to the invention.
• FIG. 31 shows a section along the line XXXI-XXXI through the horizontal travel section of the second embodiment shown in FIG. 30, on an enlarged scale;
• FIG. 32 shows a cross section in plan view, seen along the line XXXII-XXXII through the tower according to FIG. 30 on a larger scale;
• Fig. 33 is a schematic partial view, partially broken away, of a stabilizing carriage including guide rails with an integrated speed limiter for vertical cabin travel.
• FIG. 1 to 5 show partial sections of a conveying device designed according to the invention
• a left tower area 1 in front view, partially in section, and in FIG. 2 in side view and in FIGS. 3 and 4 a part of a horizontal travel section in view and Top view and a right tower area 2 are shown in front view in FIG.
• lanes in particular tram lines, channels, production lines or similar systems or other obstacles can be located between the left tower 1 and the right tower 2 and can be bridged by means of a truss girder 11 arranged at a sufficient height above the same. With large spans, the truss girder can be supported e.g. be advantageous between the lanes.
• the height of the towers 1 and 2 can be selected differently, if this is to compensate for height differences e.g. of the site or of buildings is desired.
• the transport device according to the invention can also be used to connect two locations which are at different levels without difficulty.
• the towers 1 and 2 are preferably welded together as a framework structure from rectangular tubes, four posts 4 being supported on base plates 5 and foundations (not shown) at the corners of the towers and connected to one another by means of braces 6.
• On the side posts 4 are U-shaped guide rails 7 attached to a counterweight 8.
• the truss 11 has four longitudinal spars 14, which consist of rectangular tubes and are preferably welded together by means of struts and stiffeners 16, which also preferably consist of rectangular tubes. If very large distances have to be covered, the truss 11 can also consist of several sections which are screwed or welded together at the place of use and, if necessary, are supported in between.
• the cabin 21 is equipped with an automatic door system. It differs essentially from conventional elevator cars in that its drive unit travels as a self-drive on the roof of the car 21 and that the complete control of the car 21 is also attached to the car, preferably on the car roof. This makes it possible to start a journey in the vertical direction with a cabin 21, to continue in a horizontal journey and to end in a vertical journey, the transitions from vertical to horizontal and from horizontal to vertical direction of travel being carried out in the form of arcs, that can be driven through at a constant speed.
• Inside the car 21 there is a control panel similar to that of a conventional elevator car with an emergency call device.
• Two synchronous drives 40 which on the Roof of the cabin 21 adjacent to the edges of the track, are mounted opposite one another. These include two gear wheels 42, which are fastened in a rotationally fixed manner at both ends of a continuous rigid drive shaft 44 by means of clamping sets 43, the drive shaft 44 being mounted on the roof of the cabin 21 via pillow block bearings 45.
• the gearwheels 42 in cooperation with stationary roller bolt rails 73 and 74, form double-sided positive synchronous drives.
• the travel drive comprises a hollow shaft gear 46 which is connected to the cabin in the form of a torque arm and to which a clutch 48 and a motor 47 are attached.
• a three-phase motor preferably with a frequency converter, a sevo motor or a direct current motor can serve as the motor 47.
• the gears 42 come into engagement with the roller bolts 76 from two U-shaped roller bolt rails 73 and 74, which are mounted on support rails designed in the form of angle profiles 71 and 72, respectively, on both sides of the travel path of the cabin 21 on the truss structure of the towers 1, 2 and the carrier 11 are attached.
• Power is supplied to the cabin 21 by means of busbars 32 which extend parallel to the angle profiles 71 and 72 and are fastened to busbar holders 33.
• the power supply is transmitted to the cabin 21 by means of current collectors 31.
• the cabin request signal is likewise transmitted to the cabin 21 via busbars 32 and pantographs 31, the arrangement preferably being made in such a way that the busbars 32 are used on one side of the cabin for power supply and the busbars 32 on the other side for signal transmission.
• the support system according to the invention has straight angle profile sections 71 and arcuate angle profile sections 72, the latter preferably being circular arc shaped and having a bending radius of e.g. can have approximately 1500 mm.
• the cabin 21 can be brought up from a standing position gently in the vertical direction of travel to a constant speed of preferably about 1 m / sec, at which the arch of the transition area is then passed vertically to horizontally.
• the cabin 21 is accelerated to a maximum speed of approximately 1.5 to 2 m / sec, from which it only again before the start of the next curve travel from horizontal to vertical to the aforementioned constant speed of preferably approximately 1 m / sec is braked when traveling through bends.
• the cabin 21 initially continues at the last-mentioned speed and is then braked very gently to its end position.
• the cabin 21 is held in a "stable position" by a stabilizing device 60 during the entire journey, especially in the transition areas from vertical to horizontal and horizontal to vertical.
• the stabilizing device 60 comprises two support arms 61 mounted on the cabin roof, to which by means of welds 64 (FIGS. 24 to 26) a support plate 63 for at least two support rollers arranged one behind the other in the direction of travel, preferably two to six, in particular four, support roller pairs 62 is fastened are supported when the cabin 21 moves horizontally on a U-shaped rail 69 which is fastened to fastening plates 17 which are welded to the struts 16 of the truss 11.
• the rollers 62 serve as a pendulum moment support so that the cabin cannot swing like a cable car.
• the support arms 61 m retract a C-shaped rail profile 94, 96, which is constructed in two parts.
• This C-shaped rail profile is mounted on a stabilizing carriage 80 which has a base plate 90 and can be moved vertically in two parallel U-rail profiles 95 by means of rollers 97 and is also guided laterally by means of guide rollers 98 and on which the C-shaped rail profile 96 together with a gusset plate 103 and a support frame 120 are attached.
• steel wire ropes 113 are attached, which are guided over stationary Seilumlenkrol len 92 and on which a counterweight 8 hangs.
• this counterweight 8 serves the purpose that, as in a conventional one Lift the weight of the cabin is balanced, and on the other hand that the stabilizing carriage 80 remains in its upper end position, even if the support arms 61 and the support rollers 62 have left the C-shaped rail profile 94, 96.
• the counterweight 8 runs in its lower end position on springs arranged schematically at 9 and 10, the force of the counterweight 8 being modified by an adapted characteristic of a stepped circuit of several springs, preferably three to five springs, so that the effective force of the counterweight after the entry of the support rollers 62 into the C-shaped rail profile 94, 96 gradually increases in a curve travel from horizontal to vertical in a manner which corresponds approximately to the gradual reduction in the support of the cabin weight on the rails, the respective support arising from the vertical component of the vector of the cabin weight directed at the rails 72, 74 results.
• the C-shaped rail profile 94, 96 is made in two parts and is chamfered at 116 and 117, respectively, in order to achieve a space-saving installation space (FIG. 18).
• this part is folded upwards by 90 ° with the aid of a specially designed hook 106 (FIGS. 14 to 19).
• This process is carried out without additional use of energy, which means that the pure propulsion energy is used for this process and it while maintaining the constant propulsion speed
• the hook 106 is designed so that the part 94 to be folded must first be brought up to speed and then must be pulled up completely with the rest of the horizontal propulsion speed vector.
• the speed is achieved in that the part 94 to be folded is given a relative speed in that folding rods 104 pivotable about bearing bolts 102, at the end of which a bolt 101 with a sleeve 105 is attached, which is received by the hook 106, via rollers 107 be leveraged.
• the sleeve 105 has reached its lower end position in the hook 106, the rest of the folding process is still achieved in the horizontal direction with the aid of the relatively low advance speed vector at this point. This folding process is best seen in FIGS. 14 to 19.
• the hooks 106 are designed so that this process can also be carried out in reverse order without problems.
• tension springs 111 can additionally be used, which are fastened on one side to the bolt 101 and on the other side to retaining eyelets 115 welded to the support frame 120, the Pivotal movement of the folding rods 104 is limited by stops 125 which are welded to the C-profile 96.
• the tension springs 111 are not necessary for the function of the flap.
• the synchronous drives 40 each comprise a carriage 41 with a carriage plate 50 which is screwed to the bearing housing 57 of a bearing 56 of the drive shaft 44, and with two large support wheels 51 and two small support wheels 54 which are located on opposite sides of the angle profile 71 and 72 support. Through this carriage 41, the gear 42 is held in engagement with the roller bolt rail 73 or 74.
• the lateral guidance of the drives 40 and the cabin 21 can be improved by several guide roller pairs 68, which come to rest on the legs of the U-profile rail 69 or the C-shaped rail profiles 94, 96 and by means of roller bolts 67 and holding parts 66 on the support plate 63 of the stabilization device 60 are mounted (FIGS. 24 to 26).
• a tendon error b arises when the carriage 41 bends.
• the size of the tendon defect b results when the support points 58 of the supporting wheels 51 on the curved tread 72 'of the arcuate angle profile 72 are connected to one another by means of the chord 59 shown in dash-dot lines in FIG. 27.
• the center point 49 of the drive shaft 44 is lowered by this amount b.
• This reduction is compensated for in accordance with the invention in that the bores 78 of the curved roller bolt rail 74 are corrected for the tendon error b.
• the corrected center line 79 'for the roller bolts 76 or their bores 78 is likewise lowered by the chord error b compared to the uncorrected center line 79, in which the center points of the roller bolts 76 or the bores 78 are corrected without correcting the chord error would be.
• the distance of the uncorrected center line 79 from the upper edge 73 'or 74' of the roller bolt rails 73 or 74 is denoted by a in FIGS. 9, 27, 28 and 29.
• transition areas between the straight roller bolt rails 73 and an arcuate roller bolt rail 74 the chord error increases from zero to the maximum amount b. These transition areas correspond to half the distance of the support points 58 of the rollers 51 of the carriage 50 from one another.
• an arcuate roller bolt rail 74 together with the aforementioned transition areas, in which the tendon error increases from zero to the maximum amount b, preferably in one piece.
• the bores 78 for the roller bolts 76 can be produced using electronically controlled processing machines, taking into account the correction of the tendon defect.
• an arc-shaped roller bolt rail 74 with a radius of, for example, 1500 mm was selected, a tendon error b of approximately 9 mm resulting from a distance between the support points 58 of the rollers 51 of the carriage 50 of approximately 330 mm.
• the support rollers 51 and 54 of the trolley 41 preferably have roller coverings made from a mechanically and dynamically highly wear-resistant material, in particular from polyurethane elastomers, e.g. a material sold under the Vulkollan brand.
• the wheel bolts 52 and 55 of the support rollers 51 and 54 are firmly screwed to the support frame 50 of the trolley, as best seen in FIG. 10.
• roller bolts 76 each have a preferably hardened sleeve 76 'which is mounted on a bolt 75 so as to be able to roll, with a bearing bushing 77 serving as a plain bearing advantageously being interposed between the hardened sleeve 76' and the bolt 75, which, as shown in FIG. is preferably formed in two parts and consists of a bearing metal. As can be seen from FIG.
• a speed limiter can be integrated into each of the vertical travel sections of the conveying device, a speed limiter 400 with a safety switch being preferably mounted above the stabilizing carriage 80 on its guide profiles 95 by means of a bracket 402, and a brake safety device on the stabilizing carriage 80 430 is mounted with a catch lever 432, which is connected to a connecting element 434 with a cable drive 410 by means of a pivoting link 436 extending perpendicular to the plane of the drawing, which is connected via the speed limiter 400 and a cable deflection roller 412 which is mounted in a fixed position at the lower end of the guide profile 95 of the stabilizing carriage 80 and two rope deflection rollers 414, 416 mounted on the stabilization carriage 80.
• the speed limiter 400 is triggered when the cabin 221, which carries the stabilizing carriage 80 via the support roller pairs 62 of the stabilizing device 60, exceeds a predetermined maximum speed during its vertical travel, the cable 410 being stopped and the catch lever 432 being actuated, such that by means of the linkage 438 the eccentrics 442, 444 and the brake pad 446 are pressed against the leg of the guide profile 95.
• the safety switch of the speed limiter is actuated and the drive motor 47 of the cabin is switched off.
• braking devices can be provided on the synchronized gearboxes 40, 240, 340 and / or their common drive shaft 44, 244, 344 and / or on the carriages 41, 241, 341, which are actuated by the safety switch of the speed limiter 400.
• two further synchronous drives 340 are provided in the lower region of a modified cabin 221 with a common drive shaft 344, which is fastened to the floor 222 of the cabin 221 via plummer block bearings 345, the cabin floor 222 is reinforced by a support structure so that the cabin floor can be driven on by passenger and / or heavy vehicles.
• the lower drive shaft 344 is driven by a chain drive 346, which has a sprocket 347 which is fixedly attached to the drive shaft 344 and a sprocket 247 which is fixed to the drive shaft 244, and a chain 348 which runs over these two sprockets.
• the chain drive 346 which includes the chain 348 and the two sprockets 247 and 347 of the same size and having the same number of teeth, ensures that the lower drive shaft 344 is driven synchronously with the upper drive shaft 244, so that the lower drives 340 are in the entire travel path of the cabin are always located essentially exactly vertically below the upper synchronous drives 240. This is ensured, inter alia, by the fact that the straight and curved angular profile rails 371 and 372 for the lower synchronous drives 340 extend exactly parallel to the straight and curved angular profile rails 271 and 272 for the upper synchronous drives 240. 30-32, the upper drive shaft 244 is elongated from the drive shaft 44 of the first embodiment, and the upper drives 240 are spaced from the cab 221 to obstruct the upper drives 240 and the lower Prevent drives 340.
• a second horizontal truss beam 311 is arranged below it, which is preferably connected to the beam 211 by means of screws, rivets or the like.
• the truss girder 311 comprises lower and upper longitudinal beams 314, which are each connected to one another by means of braces and struts 316 which run inclined to one another.
• the lattice girder 311 has crossbars 315 and on its end faces vertical stiffeners 318 which abut the vertical tower posts 204, as can be seen from FIG. 30.
• a connection of the vertical stiffeners 318 to the adjacent tower posts 204 by means of screws, rivets or the like can be advantageous.
• Brackets 319 welded to the tower posts 204 serve as a support for the lower longitudinal spars 314 of the truss 311, as can be seen from FIG. 30.
• the counterweight 308 has a U-shaped shape, which leaves a gate-shaped passage open in its central region 307, through which the cabin 221 has an access indicated by the arrow 300 in FIG. 32 from the front side.
• a support arm 261 carries a pair of support rollers 262, which cooperates with a coupling device 390, which effects a coupling and uncoupling of the counterweight 308 to the cabin 221 as soon as the cabin 221 at the ends of the horizontal travel section enters an arcuate travel section or enters the horizontal travel section from an arcuate travel section.
• the coupling device 390 comprises the stabilizing carriage 80 and the C-shaped rail profiles 94 and 96 and the support frame 120 of the first embodiment, these parts being provided with the same reference numerals as in the first embodiment.
• the pair of support rollers 262 moves into the C-shaped angle profiles 94 and 96, so that - analogous to the first embodiment - the support frame 120 with the cabin follows during the subsequent vertical travel 221 down and thereby the counterweight 308 is moved up.
• the tower 202 Underneath the tower 202 there is a pit 324 into which the angle profile rail 371 and the roller bolt rails 373 for the lower drive 340 extend, as can best be seen from FIG. 30.
• the tower 202 stands on base plates 205 and is provided with stiffeners 206.
• the second embodiment has the advantage that the cabin 221 in the lower area additionally via the straight or curved roller bolt rails 373 or 374, which are in engagement with the gears of the lower synchronous drives 340, in connection with the straight or curved angle profile rails 371 or 372, on which the carriages 341 are supported.
• the lower synchronous drive 340 of the second embodiment acts as a stabilization device, so that the stabilization device 60 provided in the first embodiment can be omitted in the second embodiment.
• the horizontal guideway section can be curved or the entire guideway can be designed approximately in the form of a round arch, an elliptical arch or a basket arch with vertical travel sections each having a station at the arch ends.
• bridging Differences in height of the travel path may be formed in the form of a single-hoofed arch, preferably with vertical travel sections each having a station, at the bow ends.
• two support arms can be provided above the cabin 221, which are fixedly connected to the cabin and are at a distance from one another which is the distance between the two wire cables 313 attached to the counterweight 308 as shown in FIG. 32 corresponds.
• the aforementioned two support arms can extend approximately as far above the cabin as the support arm 261 and approximately at the level of the support rollers 262 each be provided with a first coupling element, for example in the form of an upside-down keyhole-like opening in the two support arms.
• the ends of the two wire cables 313 can each be provided with a second coupling element, for example in the form of a hook bent slightly upwards, which interact with the first coupling elements during coupling and uncoupling.
• the wire cables 313 are guided over cable reels, similar to the cable reels 92, and over cable guides as far as the path of travel of the two aforementioned first coupling elements moving together with the cabin, and are held so that the second coupling elements provided at the ends of the wire cables 313 are preferably approximately in the middle range Bow travel of the cabin 221 can be brought into cooperation with a first coupling element, so that when the cabin 221 bends from the horizontal travel path down into the vertical travel path, the cable ends are coupled to the cabin, with the further lowering of the cabin to the Springs 209, 210 supported counterweight 308 is lifted upward so that the weight of the cabin is substantially balanced by the counterweight; and when the cabin bends in the opposite direction from the vertical travel path up into the horizontal travel path, the counterweight is decoupled from
• the entire stabilizing device 60 including U-shaped rails 69 and 95, stabilizing carriage 80, C-shaped rail profiles 94 and 95, support frame 120 and folding mechanism 104 to 105 can be omitted .
• the shaft 344 can be shortened.
• the drive shaft 344 of the synchronous drive assigned to the additional rail 370 can be very shortened .
• the intermediate gear instead of the chain drive 346, to mount an intermediate gear above the cabin 221 firmly on the cabin roof and to mount the additional shaft 344 at a distance AI of preferably approximately 0.8 to 1 m above the drive shaft 244 via this intermediate gear .
• AI preferably approximately 0.8 to 1 m above the drive shaft 244
• the intermediate gear must of course be designed so that the additional shaft 344 and the additional gear 42 have exactly the same number of revolutions as the gears 42 of the cabin drive 240.
• the drive shaft 244 may have the same length as the drive shaft 44 of the first embodiment. In this case, however, it must be ensured that the additional rail 370 is arranged laterally, ie further outwards, from the drive 240 at a horizontal distance A2, so that a collision between the drives 240 and the one or more additional rails 370 is avoided. As already explained above, it is of course necessary for the additional shaft 344 to be arranged exactly vertically above the shaft 244.
• the design of the stabilization device as an additional rail 370 which according to the second embodiment of the conveying device according to the invention is arranged at a vertical distance AI and at a horizontal distance A2 below or above one of the first two rails 270, is particularly advantageous if the travel path is essentially in the form of a round arch, an elliptical arch, a basket arch or a single-hoof arch, the transport unit being able to be driven along the curved travel path at a much higher speed without centrifugal accelerations due to the larger radii of curvature which are generally present on such travel routes occur that interfere with the people and / or vehicles and / or other objects to be transported.
• the invention also relates to a conveying device of the type described above, in particular the second embodiment according to FIGS. 30 to 32, in which a cabin is moved on stationary, continuous rails 271, 272, 371, 372 in cooperation with carriages 241, 341, a cable drive serving as the drive, which is located on the floor of the cabin, in particular in the center of the shaft 344,. attached and may be formed similar to that described in U.S. Patent 4,821,845.
• the cabin drive can take place by means of a two-strand rope, which is driven by means of a stationary motor / transmission drive system, which is preferably installed in the tower shaft, via a traction sheave, with a strand of the rope on a shaft stub projecting on one side of the shaft 44 a rotatable cable clamp is attached.
• the two-strand rope extends generally parallel to the rails 71, 72, with two rows of pulleys leading one run below and partly to the side and the second run above and partly on the opposite side of the rails 71, 72, adjacent to the path of movement of the shaft end .
• the reinforced stabilization device can be designed similar to the shape of a forked bar.
• the shaft 44 is supported by the carriages 41 on the rails 71, 72, which are preferably made of aluminum or stainless steel, and the gear wheels 42 and the toothings 73, 74 can be omitted in the cable drive.
• the relief of the self-propulsion can be advantageous by means of an additional stationary cable or hydraulic drive that acts on the carriage 80.
• Stabilizing device support arm support rollers support plate welding 63 with 61 axis for 62 Holding part roller bolt for 68 lateral guide rollers U-profile rail

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Structural Engineering (AREA)
• Escalators And Moving Walkways (AREA)
• Handcart (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Motorcycle And Bicycle Frame (AREA)
• Traffic Control Systems (AREA)
• Agricultural Machines (AREA)

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• 1999
  • 1999-02-01 AT AT99908758T patent/ATE228962T1/de active
  • 1999-02-01 EP EP99908758A patent/EP1051347B1/fr not_active Expired - Lifetime
  • 1999-02-01 WO PCT/DE1999/000270 patent/WO1999038790A2/fr active IP Right Grant
  • 1999-02-01 ES ES99908758T patent/ES2189396T3/es not_active Expired - Lifetime
  • 1999-02-01 DE DE19980122T patent/DE19980122D2/de not_active Expired - Fee Related
  • 1999-02-01 AU AU28253/99A patent/AU2825399A/en not_active Abandoned
  • 1999-02-01 DE DE29980011U patent/DE29980011U1/de not_active Expired - Lifetime

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