EP1051347B1 - Method and device for transporting people and/or goods along a path including vertical and curved sections - Google Patents

Abstract

The invention relates to a method and device for transporting people, preferably including bicycles and/or wheel chairs, and/or passenger cars and/or cargo trucks and/or for transporting objects and/or material along a travel way. The invention comprises at least one curved traveling section, preferably at least one essentially vertical traveling section, and preferably at least one essentially horizontal or sloping traveling section. The invention is especially provided for bypassing travel ways at a height which does not obstruct traffic. The invention uses a transporting unit, especially in the form of a cabin (21) and/or of a transporting platform which can continuously travel throughout on stationary rails (70, 71, 72, 73, 74) which extend continuously and throughout along the travel way. The transporting unit can travel at a high traveling velocity in a to-and-fro manner between a first station (1, 2) located on one side of the travel ways which are to be bypassed and a second station (1, 2) located on the other side of the travel ways.

Description

The invention relates to a method and a device for the transportation of people, preferably including Bicycles or wheelchairs, and / or for the transportation of Passenger and / or trucks and / or for transportation of objects and / or material, along one Roadway used to bridge obstacles, in particular Roads and / or height differences, serves and at least one arcuate driving section, at least a substantially vertical travel section and preferably at least one substantially horizontal or inclined driving section comprises by means of a transport unit, in particular in the form of a cabin and / or one Transport platform.

A method is already known from US-A-4,821,845 and a device for bridging lanes is known, with a vertical driving section having a station on each side of the road and with one essentially horizontal driving section, which the lanes in a Vehicle traffic not bridging height and with each an arcuate section between the vertical Driving sections and the horizontal driving section. In this prior art, a cabin is used that several pairs of rollers in the upper and lower areas has in the substantially horizontal driving section provided on the two edges of the road parallel lower and upper rails run, with branches and Interruptions of the rails and switch-like devices are provided to ensure that the cabin is held in a vertical position during the arc travel. at this known transport device is approximately in the Fixed cable drive provided in the middle of the cabin floor, with which the cabin from a station on one side of the Lane to the other station on the opposite side the lanes and back can be moved. This well-known Transport device has the disadvantage that the planned breaks in the rails and the required Switch parts at least one passage through the arcuate Driving sections at higher speeds are not is possible. Furthermore, when using the cable drive a jerky rolling of the cabin along the rails is not be avoided.

A method is also known from FR-A-2574737 Transportation of people including bicycles and / or Wheelchairs along a driveway used to bridge Roadways at a height that does not impede traffic and / or bridging other obstacles and / or Differences in height and two arcuate sections, two essentially vertical sections and includes a substantially horizontal travel section by means of a transport unit in the form of a cabin that extending continuously and continuously along the route stationary rails around a perpendicular to the track extending pivot axis is pivotally supported and by means of a stationary drive continuously and continuously from a first to one side of the one to be bridged Obstacles arranged to a second station arranged on the other side of the obstacles to be bridged Station or vice versa. With this Known methods is disadvantageous in that the transport cabin in operation around that perpendicular to the route Swivel axis starts to rock and that such rocking movements, especially at higher driving speeds, to problems with the safety of driving to lead. FR-A-2 574 737 is the closest State of the art for the present invention.

From GB-A-2 131 760 an elevator is known with one Driveway that has two vertical and two arched sections and has a horizontal driving section with continuously and steadily on both sides along the route extending fixed rails where the elevator car stub shafts arranged on opposite sides has, each in the shaft one on the adjacent stationary rail slidably guided support bracket rotatable stretched in, the elevator car using a stationary drive is driven, the drive parts are attached to the stub shafts by means of a rope attachment, being used to prevent rocking in the rotatable Connection between the brackets and the stub shaft each a brake is provided. Such a brake can but only apply a limited braking force since the transport unit must have the opportunity to ride their bow Vertical position automatically under the effect of gravity maintain and do this successively around their To rotate the swivel axis. Because of this limitation of the braking force this brake is only able to swing outside of a certain strength, but not to be excluded. Such a brake is also not able to transport the unit hold reliably in a vertical position, and / or attributed to the vertical position when the Transport unit an inclined due to asymmetrical loading Takes position or when cornering large centrifugal forces on one side at high speed attack the transport unit or its cargo.

A parking garage is also known from GB-A-464 013, with cars used to hold the motor vehicles on stationary rails extending along the route about a pivot axis extending perpendicular to the travel path pivotally supported and by means of one on the cabin roof attached self-propelled are drivable. In this known Parking garage is the conveyor basket or the motor with a suitable one Brake device provided to exceed given speeds, especially during running-in to prevent, according to the information in this document in the "same way" vibrations of the conveyor basket during the transition from one direction of movement to the other by "appropriate Medium "can be prevented. From this document the average specialist can only see that the braking means provided to prevent or dampen vibrations can be. Such brake means would also have the shortcomings mentioned in the previous section with respect to those described in GB-A-2-131 760 Brake were shown.

The object of the present invention is to create a Method of the type mentioned that the disadvantages of avoids the aforementioned prior art and a speedy Driving through all sections, including the curved sections at high speed with smooth driving behavior allows.

This task is based on the closest prior art according to FR-A-2574737 solved according to the invention by a method for the transportation of people, preferably including bicycles or wheelchairs, and / or for the transportation of people and / or trucks and / or for the transport of Objects and / or material along a driveway which for bridging obstacles, especially lanes and / or height differences, and serves at least one arcuate Driving section, at least one substantially vertical Driving section and preferably at least one essentially includes horizontal or inclined driving section by means of a transport unit, in particular in the form of a Cabin and / or a transportation platform that is on itself stationary and continuous along the route Rails around a perpendicular to the track Swivel axis pivotally supported and by means of one controllable interacting with the fixed rails Self-propelled and / or a stationary drive continuously and consistently from at least a first one one side of the obstacles to be bridged Station to at least a second on the other side of the station arranged to bridge obstacles or vice versa is driven, the transport unit by means of at least one above and / or below and / or laterally arranged preferably cooperating with additional rails Stabilization device positively guided in essentially held vertically.

The method according to the invention has the advantage that the transport unit even with asymmetrical loading and / or under the influence of strong centrifugal forces, like them occur when traveling at high speed, reliably is held in a vertical position and that rocking movements are excluded, so at high speed can be driven, the maximum driving speed should be chosen so that the acceleration forces and especially the centrifugal forces in the arcuate sections for the people and objects to be transported remain tolerable.

Preferably, in the method according to the invention a driving speed of at least about 1.5 m / sec.

In the method according to the invention, a track can each with an essentially vertical driving section on each side of the lanes or obstacles to be bridged or height differences and with one in the one to be bridged Area arranged at a higher level essentially horizontal or inclined driving section as well with two curved sections in the transition areas between the substantially vertical travel sections and the substantially horizontal or inclined Driving section that is in a first station Transport unit gently from a standing position to vertical Direction to a first constant speed, preferably be accelerated at least about 1 m / sec, and then at this first speed along the following arc-shaped driving section are continued, and, for example, after the end of the bend, the transport unit to a higher second speed, preferably at least about 1.5 m / sec, accelerated and then with this higher second speed along the essentially horizontal or inclined driving section up to one Point will be passed shortly before its end and that afterwards to the first lower speed, preferably at least about 1 m / sec, braked and with this first Speed of the second arcuate driving section and preferably also the subsequent second vertical Drive section and the transport unit gently at the end of the second vertical section be braked to their final position. This method has the advantage that when passing through the arc Driving sections exercised on people and objects Centrifugal forces have no negative effects.

Alternatively, in the method according to the invention a guideway with one essentially vertical Driving section on each side of the lanes to be bridged or obstacles or height differences and with one arranged at a higher level in the area to be bridged essentially horizontal or inclined driving section as well as with two curved sections in the Transitional areas between the substantially vertical Sections and the essentially horizontal or inclined driving section, which is located in a station Transport unit gently from a standing position to vertical Direction to a first constant speed, preferably be accelerated at least about 1 m / sec, and then at that first speed the first vertical Drive section are passed and when driving through the following arcuate driving section gradually to a higher second speed, preferably at least about 1.5 m / sec, accelerated and then with this higher one second speed of the substantially horizontal or Drive through the inclined section approximately to its end and when driving through the arcuate section gradually to the first lower speed, of preferably at least about 1 m / sec and at that first speed the second vertical driving section and the transport unit at the end of the second vertical section be gently braked to their final position. Also in this method, in which the overall route is shorter Time is passed, are those when driving through the arcuate driving sections occurring centrifugal forces bearable.

In the method according to the invention, a track can for example in the form of a round arch, an elliptical arch or a basket arch with one station each vertical travel sections at the bow ends, which are in transport station from a stand located at a station gently in a vertical direction to a substantially constant Speed, preferably at least about 1 m / sec, in particular at least about 1.5 m / sec, accelerated and then with this constant speed in continued essentially along the entire route and gently into yours at the end of the second vertical leg End position are braked. Because of the relatively large Radii of curves such as a round arch, elliptical arch or Basket-arched driveways are also higher here Driving speeds possible without high centrifugal forces occur.

In the method according to the invention, a track can to bridge height differences in approximately the form a one-hip bow, if necessary with one Vertical travel sections at the ends of the curve is formed, at least the one-hip bow of the Route with preferably approximately constant driving speed of at least about 1 m / sec, advantageously at least about 1.5 m / sec.

Alternatively, in the method according to the invention a road to bridge differences in height with a substantially vertical first driving section with a first station, and with a subsequent one arcuate second driving section, as well as with an in essentially horizontal or inclined and / or slightly curved third driving section with one on the to bridging the higher level located second station at the end of the third driving section, especially at the Transport of motor vehicles with the third driving section high driving speed, preferably at least 1.5 m / sec, be driven through and the motor vehicles can at first station as well as the second station over to the External entrances provided entrances or exits without turning be retracted or extended forward.

The transport unit is preferred in the method according to the invention by means of at least one with the stationary Rails interacting controllable self-propelled, which in particular as a double-sided drive, preferably in the form of at least two synchronous drives and advantageously in the form of gear drives is, the gears preferably in the manner of a Triebstock gearing with on both sides of the track fixedly arranged roller bolt rails come into engagement. Through this even and synchronous gear drive on both sides of the transport unit, even at high Driving speeds a very quiet driving behavior achieved.

Advantageously, in the method according to the invention the gears are supported by stationary rails Carriages held in engagement with the roller bolt rails, being in the transition areas between the straight ones Roller bolt rails and the arcuate roller bolt rail sections corrected a tendon error (b) of the trolley , which is determined by the distance between the support points of the carrying wheels of the trolley on the rails supporting it.

The correction is preferred in a method according to the invention of the tendon defect (b) in the production of the holes for the bolts in the roller bolt rails by means of electronic controlled processing machines made.

The invention also relates to a transport device.

A transport device is already known from FR-A-2574737 for the transportation of people, including bicycles and / or wheelchairs along a driveway to bridge of lanes at a height that does not hinder traffic and / or bridging other obstacles and / or Differences in height and two arcuate sections, two essentially vertical travel sections and one essentially horizontal driving section comprises by means of a cabin, which consistently and steadily along the route extending stationary rails around a perpendicular to the Track extending pivot axis is pivotally supported and by means of a stationary drive continuously and continuously from a first to one side of the one to be bridged Obstacles arranged to a second at the other side of the obstacles to be bridged Station or vice versa is movable. In this known The device is disadvantageous, particularly at higher driving speeds the transport cabin around which is vertical swinging axis extending to the travel path swings and that such rocking movements lead to problems regarding the Lead safety of driving operations.

The object of the present invention is also to create a improved transport facility, which has the aforementioned disadvantages of the prior art known from FR-A-2574737 avoids and a quick passage through all driving sections, also of curved sections at high speed enabled with calm driving behavior.

This task is based on the above state the technology solved according to the invention by a transport device for the transportation of people, preferably including Bicycles or wheelchairs, and / or for the transportation of Passenger and / or trucks and / or for transportation objects and / or material along a route, for bridging obstacles, in particular roadways and / or height differences, and serves at least one arcuate Driving section, at least one substantially vertical Driving section and preferably at least one essentially includes horizontal or inclined driving section by means of a transport unit, in particular in the form of a Cabin and / or a transportation platform that is continuous and stationary fixed along the route Rails around a perpendicular to the track, the Transport unit permanently assigned pivot axis pivotally supported and by means of one cooperating with the fixed rails controllable self-propulsion and / or a stationary Drive continuously and continuously by at least one first arranged on one side of the obstacles to be bridged Station to at least one second at the other Side of the station arranged to be bridged or vice versa, the transport unit by means of at least one above and / or below and / or laterally arranged, preferably with additional rails interacting stabilization device positively guided in is held substantially vertical.

The transport device according to the invention offers the advantage that the transport unit even with asymmetrical loading and / or under the influence of strong centrifugal forces, like when traveling at high speed occur, is held reliably in a vertical position and that rocking movements are excluded, so at high speed can be driven, the maximum driving speed is preferably chosen so that the acceleration forces and especially the centrifugal forces in the arcuate sections for the people to be transported and objects remain compatible.

It is preferred for the transport device according to the invention self-propelled double-sided and preferably comprises at least two synchronous drives that facing each other on opposite sides of the Transport unit adjacent to a track edge are attached so that they each with one of the stationary The rails work together at the edge of the track.

In the transport device according to the invention Synchronous drives preferably designed as gear drives, their gears, preferably in the manner of a rack gear, with fixedly arranged on both sides of the route Roller bolt rails come into engagement, the Gear drive advantageously at least one perpendicular to the direction of travel of the transport unit from one edge of the track to the opposite edge of the track extending rigid drive shaft includes the two Each ends with a non-rotatably mounted one with a roller bolt rail engaging on the adjacent edge of the track Gear carries.

A gear drive in which the teeth are used is preferably used in the conveyor device according to the invention the gear with the roller bolts of a roller bolt rail come into engagement, the roller bolts each one on the bolt comprise rollable, preferably hardened sleeve and advantageously between the hardened sleeve and interposed between the bolt a bushing serving as a plain bearing is.

In such a gear drive, the roller bolt rail and the gearwheel is preferably designed such that when rolling the gear wheel at least two constantly Teeth engage two roller bolts, preferably the force application points in the center of the bolt lie (see Figs. 28 and 29).

In order to meet the condition that at least two teeth are in engagement with two roller bolts, the pitch circle diameter D _{0 of} the gear is selected according to the invention at least equal to or greater than six times the pitch T of the gear.

In the aforementioned gear drive, the teeth of the Gear preferably dimensioned and designed so that between the rear in the direction of travel of the gear Tooth flanks of the teeth engaging the roller bolts and the roller bolts adjacent to these tooth flanks Clearance is advantageously at least 0.1 mm, is preferably between about 0.2 to 0.5 mm by which To make the drive as insensitive to dirt as possible.

It is also advantageous with the aforementioned gear drive the tooth base between two neighboring teeth like this deep train that when rolling the gear in the roller bolt rail between those engaged with the gear coming roller bolts and the respective gear base at least a distance of preferably about 2 to 5 mm remains, to disturb the rolling process due to dirt, ice, snow or as much as possible to avoid.

It is preferred for the transport device according to the invention one trolley is assigned to the synchronous drives, with a carriage plate attached to a bearing housing of a drive shaft bearing is screwed on and the two large carrying wheels and carries two small carrying wheels that are on opposite Support sides of the angle rails, such that the gear of the synchronous drive through the carriage in Engagement with the roller bolt rail is kept.

In the transport device according to the invention is preferred above and / or below and / or to the side of the transport unit at least one pendulum movement of the Stabilizing device preventing transport unit intended. According to the invention, the stabilization device several arranged above the transport unit Have support rollers, which are guided by means of a rail system are, the support rollers when changing the direction of travel from a horizontal or inclined direction of travel for vertical travel in a C-shaped rail profile drive in parallel with a stabilizing trolley is displaceable to the vertical direction of travel, and according to the invention attached to a C-shaped rail profile Support frame using at least one counterweight Ropes that are guided over fixed rope pulleys are fastened in this way may be that the transport unit during an arc travel from the horizontal or inclined direction of travel in the vertical direction of travel counterweight by means of the the fixed rope pulleys guided ropes from which with the transport unit moving downward C-shaped Rail profile is pulled up so that the drive motor the transport unit essentially from that Weight of the transport unit is relieved. The recording the counterweight can according to the invention at full speed Transport facility take place.

According to the invention, it can be advantageous to use the synchronous drives in the form of linear motors, the rails designed according to the design of the linear motors become.

In the transport device according to the invention, the vertical sections each have at least one access the same and / or on different sides, in particular on the front and / or back and / or on the inner and / or have outer end faces of the towers, where appropriate in one or both vertical sections one above the other, several accesses at different levels can be arranged.

According to the invention, the transport device can be preferred above the stabilizing carriage, preferably at its guide profiles or on the guideway structure a speed limiter with a safety switch mounted and one on the stabilizing carriage Brake safety device are stored so that when they are actuated their braking elements on at least one guide rail of the stabilizing carriage and the catch lever the brake safety device via a connecting element is connected to a cable drive, which is above the speed limiter and at least one, preferably at the bottom End of the guide profiles of the stabilizing carriage stationary mounted deflection rollers is guided, such that the safety gear is triggered when the cabin over the pairs of support rollers of the stabilization device the stabilization carriage takes along a predetermined during their vertical travel Maximum speed exceeds, at the same time an actuation of the safety switch of the speed limiter and a shutdown and / or braking of the drive motor of the cabin. In addition or alternatively, on the synchronous gears and / or their common drive shaft and / or braking devices on the trolleys be provided by the safety switch of the speed limiter.

In the transport device according to the invention Synchronous drives each assigned a carriage, the Support structure or carriage plate on a bearing housing a bearing of the drive shaft of the synchronous drives attached is, each trolley four, preferably the same has large carrying wheels, two of which are each one of the two opposite sides of the stationary Support rails designed treads, such that the drive shaft is supported on the rails and the on her fixed gears of the synchronous drive in engagement be held with the serrations that go along of the fixed rails, whereby on the drive shaft, preferably with the interposition of suspensions an intermediate frame is attached to which the transport unit, preferably arranged four adjacent to their corners Tension members, preferably suspended is suspended and uneven loads in different areas of the floor area the transport unit, preferably by means of a Linkage rods are balanced, making the four resilient tension members supported on the intermediate frame in such a way connects with each other that different loads of individual Tension members essentially roughly even on all be distributed.

According to the invention, the gears can be in the form of gear drives comb trained synchronous drives with gears, which are arranged along the running rails for the carriages are and in the form of racks, preferably roller bolt rails or in the form of timing belts and / or chains that preferably in an omega loop around the gears guided and preferably by means of hydraulic tension members and / or spring assemblies are tensioned, can be formed.

Advantageously, the outer peripheral surface of the sleeves the roller bolt and preferably also the peripheral surface of the Bolt the roller bolt or alternatively the inner surface of the Roller pin sleeves with a low-friction and wear-resistant Be provided with a plastic coating so that when combing the drive gears with the roller pinion Avoided metal-to-metal contact and improved smoothness is achieved.

According to the invention, the plastic covers can be made from a Friction-reducing plastic, especially made of polytetrafluoroethylene consist.

It can also be advantageous to make the plastic covers a moderately hard, shear-resistant and resistant neoprene blend manufacture whose surface with a low-friction and wear-resistant nylon fabric is covered gives the surface a low coefficient of friction.

It can also be advantageous to use toothed belts whose teeth are made of a shear-resistant and resistant Neoprene mix exist and their tooth surfaces with one low-friction and wear-resistant nylon fabric is covered, which gives them a low coefficient of friction.

According to a modified embodiment of the invention Transport facility can be in addition to that for the Drive of the transport unit provided two first stationary rails, each with an angle rail together with a roller bolt rail, at least an additional stationary rail may be provided, which is preferably also an angle rail together with includes an additional roller bolt rail and exactly parallel to the first rails, but in a vertical one Distance (A1) above or below one of the first two Rails and with respect to this by a horizontal distance (A2, A3) extends offset, the additional rail an additional trolley is assigned to the gear wears, combs with the additional roller bolt rail and by means of a chain drive or a fixed one on the transport unit mounted intermediate gear synchronously with the Gear wheels of the synchronous drive of the transport unit driven with the roller bolt rails of the two first stationary rails are engaged, such that a vertical position due to the additional fixed rail the transport unit along the entire route becomes. This modified embodiment offers the Advantage that the overall route is essentially in shape a round arch, elliptical arch, basket arch or one-hip Arch can be trained and because of itself resulting larger radii of curvature with very high Driving speed can be traversed without the Acceleration and centrifugal forces have negative effects on the people or objects to be transported. For the case that the synchronous drives in the form of linear motors and the rails according to the construction of the linear motors are trained, the additional rail and the synchronous drive assigned to it preferably in the same Trained way.

The transport device according to the invention makes this possible Driving over obstacles such as roads, train lines, canals, Production lines and similar equipment, the transport unit, especially in the form of a cabin or a Platform by means of the transport device according to the invention from a first location over the obstacles is transportable to a second location and back, and whereby first and second location at the same level or on different levels. Are advantageous the method according to the invention and the transport device according to the invention especially in road traffic, since they are the Possibility to create pedestrians and wheelchair users can cross roadways comfortably and safely without doing so the flow of traffic must be interrupted.

Further designs and advantages of the invention result from the enclosed patent claims and the following description, as well as the attached drawings.

In the following the invention with reference to schematic drawings explained in more detail using exemplary embodiments.

Fig. 1

eine Teilvorderansicht des linken Turmbereichs eines ersten Ausführungsbeispieles der erfindungsgemäßen Beförderungseinrichtung, teilweise geschnitten längs der Linie I-I der Fig. 7;

Fig. 2

eine Seitenansicht der Fig. 1 von links gesehen;

Fig. 3

eine Teilansicht eines horizontalen Fahrabschnittes der erfindungsgemäßen Beförderungseinrichtung;

Fig. 4

eine Draufsicht des horizontalen Fahrabschnittes gemäß Fig. 3;

Fig. 5

eine Teilvorderansicht des rechten Turmbereichs des ersten Ausführungsbeispieles der erfindungsgemäßen Beförderungseinrichtung;

Fig. 6

eine Teilvorderansicht, teilweise geschnitten, ähnlich wie Fig. 1, wobei sich die Kabine jedoch im oberen Abschnitt des Turmbereichs befindet;

Fig. 7

einen Querschnitt in Draufsicht gesehen längs der Linie VII-VII durch den Turm gemäß Fig. 1 in vergrößertem Maßstab;

Fig. 8

einen Schnitt längs der Linie VIII-VIII durch den horizontalen Fahrabschnitt gemäß Fig. 4 in vergrößertem Maßstab;

Fig. 9

eine Seitenansicht eines erfindungsgemäßen Synchronantriebes in vergrößertem Maßstab, teilweise weggebrochen;

Fig. 10

einen Querschnitt durch den Synchronantrieb gemäß Fig. 9 längs der Linie X-X;

Fig. 11

einen Schnitt durch die Stromzuführungsschienen in stark vergrößertem Maßstab;

Fig. 12

einen Schnitt durch eine erste Ausführungsform einer erfindungsgemäßen Rollenbolzenschiene in stark vergrößertem Maßstab;

Fig. 13

einen Schnitt durch eine zweite Ausführungsform einer erfindungsgemäßen Rollenbolzenschiene in stark vergrößertem Maßstab;

Fig. 14 bis 19

in stark schematisierter Seitenansicht, teilweise weggebrochen, sechs beim Übergang von horizontaler zu vertikaler Fahrt aufeinander folgende Stellungen einer erfindungsgemäßen Kabinenstabilisierung;

Fig. 20

einen Teilschnitt durch die Kabinenstabilisierung gemäß Fig. 14 längs der Linie XX-XX in vergrößertem Maßstab;

Fig. 21

eine schematische Teilansicht einer abgewandelten Ausführungsform der erfindungsgemäßen Kabinenstabilisierung;

Fig. 22

eine Draufsicht der in Fig. 21 gezeigten Kabinenstabilisierung;

Fig. 23

eine Teildraufsicht des in Fig. 5 gezeigten rechten Turmbereichs in vergrößertem Maßstab, mit der abgewandelten Ausführungsform der Kabinenstabilisierung, gemäß Fig. 21 und 22;

Fig. 24

eine Teilseitenansicht einer abgewandelten Ausführungsform der Führungseinrichtung der Kabinenstabilisierung in vergrößertem Maßstab und teilweise im Schnitt;

Fig. 25

einen Querschnitt längs der Linie XXV-XXV der Fig. 24;

Fig. 26

einen Querschnitt längs der Linie XXVI-XXVI der Fig. 25;

Fig. 27

eine Seitenansicht des Synchronantriebs ähnlich Fig. 9, jedoch bei Bogenfahrt;

Fig. 28

eine stark schematisierte Darstellung der bei dem erfindungsgemäßen Zahnradantrieb zwischen dem Zahnrad und einer geradlinigen Rollenbolzenschiene stattfindenden Abrollbewegung; und

Fig. 29

eine stark schematisierte Darstellung der bei dem erfindungsgemäßen Zahnradantrieb zwischen dem Zahnrad und der Rollenbolzenschiene stattfindenden Abrollbewegung, ähnlich Fig. 28, jedoch bei einer bogenförmig gekrümmten Rollenbolzenschiene.

Fig. 30

eine Teilvorderansicht des rechten Turmbereiches und des benachbarten horizontalen Fahrabschnittes einer zweiten Ausführungsform der erfindungsgemäßen Beförderungseinrichtung;

Fig. 31

einen Schnitt längs der Linie XXXI-XXXI durch den horizontalen Fahrabschnitt der in Fig. 30 dargestellten zweiten Ausführungsform, in vergrößertem Maßstab;

Fig. 32

einen Querschnitt in Draufsicht, gesehen längs der Linie XXXII-XXXII durch den Turm gemäß Fig. 30 in größerem Maßstab; und

Fig. 33

eine schematische Teilansicht, teilweise weggebrochen, eines Stabilisierungswagens einschließlich Führungsschienen mit einem integrierten Geschwindigkeitsbegrenzer für die vertikale Kabinenfahrt.

It shows:

Fig. 1

a partial front view of the left tower area of a first embodiment of the conveyor device according to the invention, partially sectioned along the line II of Fig. 7;

Fig. 2

a side view of Figure 1 seen from the left.

Fig. 3

a partial view of a horizontal driving section of the conveying device according to the invention;

Fig. 4

a plan view of the horizontal driving section of FIG. 3;

Fig. 5

a partial front view of the right tower area of the first embodiment of the conveying device according to the invention;

Fig. 6

a partial front view, partially in section, similar to Figure 1, but with the cabin is in the upper portion of the tower area.

Fig. 7

a cross-section seen in plan view along the line VII-VII through the tower of Figure 1 in an enlarged scale.

Fig. 8

a section along the line VIII-VIII through the horizontal driving section of FIG 4 in an enlarged scale.

Fig. 9

a side view of a synchronous drive according to the invention on an enlarged scale, partially broken away;

Fig. 10

a cross section through the synchronous drive according to FIG 9 along the line XX.

Fig. 11

a section through the power supply rails in a greatly enlarged scale;

Fig. 12

a section through a first embodiment of a roller bolt rail according to the invention in a greatly enlarged scale;

Fig. 13

a section through a second embodiment of a roller bolt rail according to the invention in a greatly enlarged scale;

14 to 19

in a highly schematic side view, partially broken away, six consecutive positions of a cabin stabilization according to the invention in the transition from horizontal to vertical travel;

Fig. 20

a partial section through the cabin stabilization according to FIG 14 along the line XX-XX on an enlarged scale.

Fig. 21

a partial schematic view of a modified embodiment of the cabin stabilization according to the invention;

Fig. 22

a plan view of the cabin stabilization shown in Fig. 21;

Fig. 23

a partial plan view of the right tower area shown in Figure 5 on an enlarged scale, with the modified embodiment of the cabin stabilization, according to FIGS. 21 and 22.

Fig. 24

a partial side view of a modified embodiment of the guide device of the cabin stabilization on an enlarged scale and partially in section;

Fig. 25

a cross section along the line XXV-XXV of Fig. 24;

Fig. 26

a cross-section along the line XXVI-XXVI of Fig. 25;

Fig. 27

a side view of the synchronous drive similar to Figure 9, but when traveling in bends.

Fig. 28

a highly schematic representation of the rolling movement taking place in the gear drive according to the invention between the gear and a rectilinear roller bolt rail; and

Fig. 29

a highly schematic representation of the rolling movement taking place in the gear drive according to the invention between the gear and the roller bolt rail, similar to FIG. 28, but with an arcuate curved roller bolt rail.

Fig. 30

a partial front view of the right tower area and the adjacent horizontal driving section of a second embodiment of the conveying device according to the invention;

Fig. 31

a section along the line XXXI-XXXI through the horizontal driving section of the second embodiment shown in Fig. 30, on an enlarged scale;

Fig. 32

a cross-section in plan view, seen along the line XXXII-XXXII through the tower of Figure 30 on a larger scale. and

Fig. 33

a partial schematic view, partially broken away, a stabilizing carriage including guide rails with an integrated speed limiter for vertical cabin travel.

1 to 5 show sections of an invention trained transport device, wherein in Fig. 1st a left tower area 1 in front view, partially cut, and in Fig. 2 in side view and in Fig. 3 and 4 shows a part of a horizontal driving section in view or top view and in Fig. 5 a right tower area 2 in Front view are shown. In this embodiment the invention can between the left tower 1 and the right tower 2 lanes, especially tram lines, Ducts, production lines or similar systems or others Obstacles and by means of a sufficient height bridged above the same truss 11 become. A support can be used for large spans of the truss e.g. between the lanes advantageous his. In the transport device according to the invention can the height of towers 1 and 2 can be chosen differently, if this is to compensate for height differences e.g. of the site or is desired by structures. So you can by the transport device according to the invention also two Locations that are at different levels without Connect difficulties.

Towers 1 and 2 are preferred as a truss structure welded together from rectangular tubes, with the corners of the Towers four posts 4 on base plates 5 and not shown Foundations supported and by means of stiffeners 6 with each other are connected. On the side posts 4 are U-shaped guide rails 7 attached to a counterweight 8. As best seen in Fig. 8, the Truss girder 11 four longitudinal spars 14, which are made of rectangular tubes consist of and preferably also from rectangular tubes existing struts and stiffeners 16 are welded together. Have to cover very long distances the truss 11 can also consist of several There are sections that are screwed together at the site or welded together and if necessary be supported in between.

The cabin 21 is equipped with an automatic door system. It differs essentially from conventional ones Elevator cabins in that their drive unit as Self-propelled on the roof of the cabin 21 and that the complete control of the cabin 21 also on the cabin, is preferably attached to the cabin roof. Thereby it is possible to travel vertically with a cabin 21 Direction to begin, continue in a horizontal drive and finish in a vertical ride, the Transitions from vertical to horizontal and from horizontal are designed in the form of arches to the vertical direction of travel, that can be driven through at a constant speed. Within the cabin 21 there is a control panel similar that of a conventional elevator car with one Emergency call facility.

Two synchronous drives 40, which on the Roof of the cabin 21 adjacent to the edges of the track, itself are mounted opposite each other. This includes two gears 42, which by means of clamping sets 43 at both ends of a through rigid drive shaft 44 rotatably attached are, the drive shaft 44 via pillow block 45 on the Roof of the cabin 21 is mounted. The gears 42 form in Interaction with stationary roller bolt rails 73 or 74 double-sided positive synchronous drives. Further 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 are. A three-phase motor, preferably with, can be used as motor 47 Frequency converter, a Sevomotor or a direct current motor serve. The gear wheels 42 come with the roller bolts 76 two U-shaped roller bolt rails 73 and 74 are engaged, those formed in the form of angle profiles 71 and 72, respectively Support rails are attached to either side of the route 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 are parallel to the angle profiles 71 and 72 extend and are attached to busbar holders 33. The Power supply is converted to cabin 21 by means of current collectors 31 transfer. The cabin request signal is also over Transfer busbars 32 and pantographs 31 to cabin 21, the arrangement preferably being made that the busbars 32 on one side of the cabin Power supply and the busbars 32 on the other side be used for signal transmission.

As best seen in FIGS. 1 and 5, this shows Carrying system according to the invention straight angle profile sections 71 and arcuate angle profile sections 72, the latter are preferably circular arc shaped and one Bending radius of e.g. can have approximately 1500 mm. The U-shaped Roller bolt rails on the angle profiles 71 or 72 are attached, also have straight sections 73 and arcuate portions 74.

According to the invention, the cabin 21 can gently move from a standing position vertical direction of travel to a constant speed of preferably about 1 m / sec, with which then also the arch of the transition area vertical to horizontal is driven through. After finishing the bow ride the cabin will be 21 to a maximum speed of approx. 1.5 to 2 m / sec accelerated from this only before the beginning of the next Bow travel from horizontal to vertical on the aforementioned constant speed of preferably about 1 m / sec at Arcing is braked. For pure vertical travel the car 21 first moves at the last-mentioned speed continues and then becomes very gentle in its final position braked.

The cabin 21 is stabilized by a stabilizing device 60 during the whole trip, especially in the transition areas from vertical to horizontal and horizontal to vertical kept in a "stable position". The stabilization device 60 includes two support arms mounted on the cabin roof 61 on which by means of welds 64 (FIGS. 24 to 26) a support plate 63 for at least two at a distance in the direction of travel support rollers arranged one behind the other, preferably two to six, in particular four pairs of support rollers 62 are attached is that when the cabin 21 moves horizontally support a U-profile rail 69 on the mounting plates 17 is attached, which on the struts 16 of the truss 11 are welded. The rollers 62 serve as Pendulum moment support so that the cabin is not like a cable car can rock. When moving from horizontal to vertical The support arms 61 travel in a C-shaped rail profile 94, 96 one, which is constructed in two parts. This C-shaped rail profile is on a stabilizing trolley 80 mounted, which has a base plate 90 and in two parallel U-rail profiles 95 by means of rollers 97 vertically is movable and also laterally by means of guide rollers 98 is guided and on which the C-shaped rail profile 96 together attached with a gusset plate 103 and a support frame 120 are. Steel wire ropes 113 are on the support frame 120 attached, which is guided over fixed rope pulleys 92 are and on which a counterweight 8 hangs. That counterweight 8 serves on the one hand that, as in a conventional Elevator the weight of the car is balanced, and secondly the stabilizing carriage 80 in its upper End position remains, even if the support arms 61 and the support rollers 62 have left the C-shaped rail profile 94, 96.

The counterweight 8 runs on in its lower end position 9 and 10 schematically arranged springs, the force the counterweight 8 by an adapted characteristic of a tap changer of several springs, preferably three to five Springs, modified so that the effective force of the counterweight after the support rollers 62 have entered the C-shaped one Rail profile 94, 96 when moving from horizontal to horizontal gradually increases vertically in a manner that approximates that gradual reduction in cabin weight support corresponds to the rails, with the respective support from the vertically directed on the rails 72, 74 Component of the vector of the cabin weight results. As before mentioned, the C-shaped rail profile 94, 96 is divided into two executed and bevelled at 116 and 117 to one to achieve space-saving installation space as possible (Fig. 18).

As soon as there are no more support rollers 62 in part 94 of the C-shaped rail profile, 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 the additional use of energy, which means that the pure propulsion energy is used for this process and it is carried out while maintaining the constant propulsion speed, the hook 106 being designed so that the part 94 to be folded is brought up to speed first must and then must be pulled all the way up 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. When 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 velocity 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. To improve the folding process, as shown in FIGS. 21 and 22, 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. If the hooks 106 welded to the support arms 61 should not be hit, or should possibly no longer be present, this has no effect on the safety of the cabin occupants, since when the cabin 21 is raised, the first pair of support rollers 62 of the support arm 61 the C- shaped rail profile 94 would fold down.
In the opposite case, the folding of the part 94 upwards would be started by the force of the tension spring 11 and would be brought to an end by the impact of the foldable part 94 of the C-shaped rail profile on the upper inner cross member of the tower.

The synchronous drives 40 each comprise a carriage 41 with a carriage plate 50 which on the bearing housing 57 a Bearing 56 of the drive shaft 44 is screwed, and with two large carrying wheels 51 and two small carrying wheels 54, which are Support on opposite sides of the angle profile 71 or 72. By this carriage 41, the gear 42 in Engagement with the roller bolt rail 73 and 74 held. The lateral guidance of the drives 40 and the cabin 21 can can be improved by several guide roller pairs 68 which on the legs of the U-profile rail 69 or the C-shaped Rail profiles 94, 96 come to rest and by means of roller bolts 67 and holding parts 66 on the support plate 63 of the stabilization device 60 are stored (Fig. 24 to 26).

As best seen in Fig. 27, the Bow travel of the carriage 41 a tendon defect b. The size of tendon defect b arises when the support points 58 of the support wheels 51 on the curved tread 72 'of the arcuate angle profile 72 by means of the dot-dash line in FIG. 27 Drawn tendon 59 are connected. The center point 49 of the drive shaft becomes by this amount b 44 lowered. This reduction is according to the invention compensated that the bores 78 of the arcuate Roller bolt rail 74 to be corrected for the tendon error b. 27, the corrected center line 79 'is for the roller bolts 76 and their bores 78 also around the Tendon error b compared to the uncorrected center line 79 is lowered, in which the centers of the Roller bolt 76 or the bores 78 without correcting the tendon defect would be. The distance of the uncorrected Center line 79 from the upper edge 73 'or 74' of the roller bolt rails 73 and 74 is in FIGS. 9, 27, 28 and 29 designated a.

In the transition areas between the straight roller bolt rails 73 and an arcuate roller bolt rail 74 the tendon 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.

According to the invention it is advantageous to have an arcuate roller bolt rail 74 together with the aforementioned transition areas in which the tendon error from zero to the maximum amount b increases, preferably in one piece. there can take into account the holes 78 for the roller pin 76 correcting the snow error by means of electronic controlled processing machines are manufactured.

In a practical embodiment of the invention an arcuate roller bolt rail 74 with a Radius of e.g. 1500 mm chosen, with a distance the support points 58 of the rollers 51 of the carriage 50 of about 330 mm gave a tendon defect b of about 9 mm.

The support rollers 51 and 54 of the trolley 41 preferably have roller coverings made of a mechanically and dynamically highly wear-resistant material, in particular of polyurethane elastomers, for example 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.
However, it can also be advantageous to mount at least the wheel bolts 55 of the small rollers 54 in a resilient manner, such that the rollers 54 are pressed under spring tension against the lower running surface of the angle profile rail 71 or 72.

As can be seen from FIGS. 28 and 29, come with the invention Gear drive preferably at least in each case two teeth of the gear 42 with the roller bolts 76 one Roller pin rail engaged. The roller bolts 76 have in each case one preferably mounted on a roll 75 on a roll hardened sleeve 76 ', advantageously between the hardened sleeve 76 'and the bolt 75 one as Bearing bushing 77 serving as plain bearing is interposed, which, as shown in Fig. 12, preferably formed in two parts is and consists of a bearing metal.

As can be seen from FIG. 33, according to the invention, the vertical travel sections of the transport device in each case a speed limiter can be integrated, with preference above the stabilizing carriage 80 on its guide profiles 95 a speed limiter by means of a console 402 400 is mounted with a safety switch and on the stabilizing carriage 80 a brake safety device 430 is mounted with a catch lever 432, which by means of a articulation slider extending perpendicular to the plane of the drawing 436 on a connecting element 434 with a cable drive 410 connected via the speed limiter 400 and one at the lower end of the guide profile 95 of the stabilizing carriage 80 fixed rope pulley 412 and two rope pulleys mounted on the stabilizing carriage 80 414, 416 is performed. The speed limiter 400 will triggered when the cabin 221 over the support roller pairs 62 of the stabilization device 60 the stabilization carriage 80 entrains a predetermined during their vertical travel Speed exceeds, with rope 410 stopped and the catch lever 432 is operated such that by means of of the linkage 438, the eccentrics 442, 444 and the brake pad 446 pressed against the leg of the guide profile 95 become. The safety switch is activated at the same time of the speed limiter and a shutdown of the drive motor 47 of the cabin. Additionally or alternatively can on the synchronous gear 40, 240, 340 and / or their common drive shaft 44, 244, 344 and / or on the trolleys 41, 241, 341 braking devices may be provided through the safety switch of the speed limiter 400 are operated.

In a second embodiment of the conveying device according to the invention shown in FIGS. 30 to 32, 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 fixed in a rotationally fixed manner on the drive shaft 344 and a sprocket 247 which is fixed on the drive shaft 244, and a chain 348 which runs over these two sprockets.

Through the chain drive 346, the chain 348 and the two sprockets of the same size and having the same number of teeth 247 and 347, ensures that the lower Drive shaft 344 in synchronism with upper drive shaft 244 is driven such that the lower drives 340 Always essentially accurate in the entire travel path of the cabin are located vertically below the upper synchronous drives 240. This is ensured, among other things, by the fact that the straight and curved angle profile rails 371 and 372 for the lower synchronous drives 340 exactly parallel to the straight and curved angle profile rails 271 and 272 extend for the upper synchronous drives 240.

30 to 32 in the second embodiment upper drive shaft 244 opposite the drive shaft 44 of the first embodiment extended and the upper drives 240 are arranged at a greater distance from the cabin 221, a disability between the upper drives 240 and the lower drives 340 to prevent.

30, is in the second embodiment in addition to the horizontal truss 211 below it a second horizontal truss 311 arranged with the carrier 211, preferably by means of Screws, rivets or the like is connected.

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.
In addition, the truss 311 has cross bars 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 bars 314 of the truss 311, as can be seen from FIG. 30.

30 to 32 in the second embodiment the counterweight 308 has a U-shaped shape, which in its middle area 307 leaves a gate-shaped passage, through which the cabin 221 one through the arrow 300 in FIG. 32 has indicated access from the front.

30 to 32 in the second embodiment a support arm 261 a pair of support rollers 262, which with a coupling device 390 interacts, the coupling and uncoupling of counterweight 308 to cabin 221 as soon as the cabin 221 at the ends of the horizontal travel section in FIG retracts an arcuate section or from a arc-shaped driving section in the horizontal driving section retracts. In the second embodiment, the coupling device comprises 390 the stabilizing carriage 80 and the C-shaped Rail profiles 94 and 96 and the support frame 120 of the first Embodiment, these parts with the same reference numerals as in the first embodiment.

Shortly before the cabin 221 after horizontal travel the arc section reached, the pair of support rollers 262 moves into the C-shaped angle profiles 94 and 96, such that - analog to the first embodiment - in the subsequent vertical Travel of the support frame 120 with the cabin 221 down thereby moving the counterweight 308 upward.

Below the tower 202 is a pit 324 in the the angular rail 371 and the roller bolt rails 373 for the lower drive 340, as best 30 can be seen. The tower 202 stands on floor slabs 205 and is provided with stiffeners 206.

The second embodiment has the advantage that the cabin 221 in the lower area additionally over the straight or arcuate roller bolt rails 373 and 374, which with the Gears of the lower synchronous drives 340 are engaged, in connection with the straight or curved angle profile rails 371 and 372 on which the carriages 341 support, is guided. By means of this additional guidance in the lower cabin area is in cooperation with the management the cabin in the upper area by the straight or curved Roller bolt rails 273 and 274 and the synchronous drives 240 as well as the straight or curved angular profile rails 271 and 272 and the carriages 241 during stable vertical position of the cabin throughout the journey 221 ensured and pendulum movements of the cabin locked out.

Therefore, the lower synchronous drive 340 of the second embodiment acts as a stabilizing device so that the at stabilization device provided in the first embodiment 60 can be omitted in the second embodiment.

As a result, in the second embodiment, the horizontal one Route section may be arched or the entire route for example in the form of a round arch, an elliptical arch or a basket arch with one station each vertical travel sections at the bow ends.

Furthermore, according to the second embodiment of the invention Transport facility for bridging Differences in height of the track approximately in the form of a one-hip Sheet, preferably with one station each vertical travel sections to be formed at the bow ends.

In the second embodiment of the transport device according to the invention there is also the possibility of a coupling device 390 much easier to do. For this can above the cabin 221 instead of the one with the Support rollers 262 provided support arm 261 provided two support arms that are firmly connected to the cabin and have a distance from one another that is apparent from FIG. 32 Distance between the two attached to the counterweight 308 Corresponds to wire ropes 313. The above can two support arms about as far over the cabin extend like the support arm 261 and approximately at the height of the Support rollers 262 are each provided with a first coupling element be, e.g. in the form of a keyhole-like upside down Opening in the two support arms. simultaneously can the ends of the two wire cables 313 each with a second coupling element, e.g. in the form of something up curved hook are provided with the first coupling elements interact when coupling and uncoupling. To do this the wire ropes 313 over pulleys, similar to the pulleys 92, and via rope guides so far into the movement path i.e. roadway of the aforementioned two moving together with the cabin guided first coupling elements and held so that the second coupling elements provided at the ends of the wire cables 313 preferably in the middle of a range Bow travel of the cabin 221 each with a first coupling element to be brought together, such that an arc travel of the cabin 221 from the horizontal travel path a coupling of the rope ends into the vertical route below to the cabin, causing further lowering the cabin the counterweight supported on the springs 209, 210 308 is lifted up so that the weight the cabin is essentially balanced by the counterweight becomes; and in the case of an arc travel of the cabin in reverse Direction from the vertical route up to the horizontal A decoupling of the counterweight from the Cabin is done.

In the simplified embodiment described above the coupling device 390 can next to the support arm 261 and the pair of support rollers 262 the entire stabilization device 60 including U-profile rails 69 and 95, Stabilizing trolley 80, C-shaped rail profiles 94 and 95, Support frame 120 and folding mechanism 104 to 105 are omitted.

In the second embodiment shown in Figs. 30 to 32 the transport device according to the invention it is of course also possible to replace the two lower ones Rail 370 only an additional rail 370 to be provided, e.g. the one drawn on the right in FIG. 31 and the omit rail 370 shown on the left. In this case the shaft 344 can be shortened. Alternatively it is possible to support the shaft 344 on the side of the cabin 221 and to place the additional rail 370 at a higher level, approximately at a distance A1 of approximately 0.6 to 1 m below the drive shaft 244 of the cabin drives 240. In this Fall can drive shaft 344 of the additional rail 370 associated synchronous drive can be very shortened.

According to the invention, it is particularly advantageous instead of Chain drive 346 an intermediate gear above the cabin 221 to be fixed on the cabin roof and over this Intermediate gear the additional shaft 344 at a distance A1 of preferably approximately 0.8 to 1 m above the drive shaft 244 to store. In this case too, it is sufficient a single additional rail 370 with an associated one additional synchronous drive 340 to provide pendulum movements the cabin 221 to avoid the drive shaft 244. In this case, the intermediate gear must of course be designed in this way be that the additional well 344 and the additional Gear 42 have exactly the same number of revolutions as the gears 42 of the cabin drive 240. At the last above arrangement of the additional rail 370 above The roof of the cabin 221 does not require one can use extended drive shaft 244, rather the drive shaft 244 have the same length as that Drive shaft 44 of the first embodiment. In this case However, it must be ensured that the additional Rail 370 laterally at a horizontal distance A2, i.e. is arranged further outward from the drive 240 so that a Collision between the drives 240 and the additional one or more Rails 370 is avoided. As before of course, it is necessary that the additional Shaft 344 arranged exactly vertically above shaft 244 becomes.

The formation of the stabilization device as an additional Rail 370, which according to the second embodiment of the invention Conveyor at a vertical distance A1 and at a horizontal distance A2 below or arranged above one of the two first rails 270 is particularly advantageous if the route in essentially in the form of a round arch, an elliptical Arch, a basket arch or a one-hip arch is, which because of the larger radii of curvature at such travel routes are generally present, the transport unit at a much higher speed can be driven along the curved route without that centrifugal accelerations occur here disruptive to the people and / or vehicles to be transported and / or other objects.

At a transportation facility of the type described above, in particular the 30 to 32, in which a cabin on stationary, continuous rails 271, 272, Travel 371, 372 in cooperation with trolleys 241, 341 a rope drive can be used as the drive, which is on the ground the cabin, in particular in the middle of the shaft 344, attached and similar to that described in U.S. Patent 4,821,845 can be trained.

According to the invention, the cabin drive can be of a two-armed type Rope, which is made with the help of a stationary, preferably engine / gear drive system installed in the tower shaft is driven by a traction sheave, a Trumm of the rope on a projecting on one side of the shaft 44 Stub shaft attached using a rotatable cable clamp is. The two-strand rope extends in general parallel to the rails 71, 72, with two rows of rope pulleys a run below and partly to the side and that second run above and partly on the opposite Side of the rails 71, 72, the path of movement of the shaft end neighboring, are led.

As a result of the one-sided drive, large cornering forces act on the cabin, which can be absorbed by a very significantly reinforced and supplemented stabilizing device, in which the carriage 80 is widened and provided with two C-shaped rail profiles 96, which are equipped with two support arms 62 equipped with support rollers 62 61 and interact with two foldable rails 94 and two U-profile rails 69 are provided. The reinforced stabilization device can be designed similar to the shape of a fork fork. 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. LIST OF REFERENCE NUMBERS reference numeral description 1 left tower 2 right tower 4 post 5 baseplate 6 stiffening 7 U-shaped guide rail 8th counterweight 9 feather 10 feather 11 Truss 14 longeron 15 transverse spar 16 Bracing and bracing 17 Mounting plate for U-rail 69 21 cabin 22 reinforcing plate 23 reinforcing plate 24 reinforcing plate 25 reinforcing plate 31 pantograph 32 conductor rail 33 Busbar holder 35 Busbar cover 40 synchronous drive 41 trolley 42 gear 43 clamping set 44 drive shaft 45 Plummer 46 Hollow shaft gear 47 engine 48 clutch 49 Shaft center 50 carriage plate 51 Large carrying wheel 52 Wheel bolts for 51 54 Small carrying wheel 55 Wheel bolts for 54 56 camp 57 bearing housing 58 Large support wheels 51 support points 59 Tendon between support points 58 60 stabilizing device 61 support arm 62 support rollers 63 support plate 64 Welding of 63 to 61 65 Axis for 62 66 holding part 67 Roller bolt for 68 68 lateral guide rollers 69 U-profile rail 70 Rails for 40 71 straight angle rail 72 curved angle profile rail 72 ' Tread of the rollers 51 on 72 73 straight roller bolt rail 73 ' Edge of the roller bolt rail 73 74 curved roller bolt rail 74 ' Edge of the roller bolt rail 74 75 bolt 76 roller pins 76 ' hardened sleeve of 76 77 bearing bush 78 drilling 79 Center line of holes 78 79 ' Center line of bores 78 taking into account of the tendon defect 80 stabilizing carriage 90 Base plate of the stabilizing carriage 91 Axis for 97 92 guide blocks 93 Axis for 92 94 C-shaped rail profile, foldable 95 U profile guide for 80 96 C-shaped rail profile 97 Roll of the stabilizing carriage 80 98 Leading role of the stabilizing carriage 80 99 Bracket for 112 101 bolt 102 Bearing pin for folding rod 104 103 gusset plate 104 folding bar 105 Sleeve to 101 106 hook 107 role 108 angle 109 brace portion 110 screw 111 Tension spring for folding mechanism 112 Roller bolt for 98 113 Wire rope 114 Support bracket for bearing pin 102 115 Retaining eye for spring 111 116 Bevel of 94 117 Bevel of 96 118 Beam 120 supporting frame 125 Stop on folding rod 104 202 right tower 204 tower post 205 baseplate 206 stiffening 209 feather 210 feather 211 Truss 213 longeron 214 longeron 215 transverse spar 216 Bracing and bracing 217 Fastening and spacing element for angle profile rail 271 or 272 221 cabin 222 cabin floor 240 synchronous drive 241 trolley 244 drive shaft 245 Plummer 247 Sprocket 261 support arm 262 support rollers 270 Rails for 240 271 straight angle rail 272 curved angle profile rail 273 straight roller bolt rail 274 curved roller bolt rail 300 Access 307 gate-shaped passage 308 counterweight 311 Truss 313 Wire rope 314 longeron 315 transverse spar 316 Bracing and bracing 317 Fastening and spacing element for angle rail 371 or 372 318 vertical bracing 319 console 324 pit 340 synchronous drive 341 trolley 344 drive shaft 345 Plummer 346 chain drive 347 Sprocket 348 Chain 370 Rails for 340 371 straight angle rail 372 curved angle profile rail 373 straight roller bolt rail 374 curved roller bolt rail 390 Docking 400 overspeed 402 console 404 console 410 rope 412 cable pulley 414 cable pulley 416 cable pulley 430 Safety gear 432 catch lever 434 connecting element 436 link member 438 linkage 442 eccentric 444 eccentric 446 brake pad

Claims (31)

1. Method for transporting people, preferably including bicycles or wheelchairs, and/or for transporting cars and/or goods vehicles and/or for transporting articles and/or material along a path which bridges obstacles, in particular roadways and/or height differences, and comprises at least one curved section, at least one substantially vertical section and preferably at least one substantially horizontal or inclined section, by means of a transporting unit, in particular in the form of a cabin and/or a transporting platform which is supported on fixed rails extending uninterruptedly and continuously along the path and pivotally about a pivot axis extending perpendicularly to the path and rigidly associated with the transporting unit and is driven by its own controllable drive cooperating with the fixed rails and/or by a fixed drive continuously and uninterruptedly from at least one first station arranged on one side of the obstacles to be bridged to at least one second station arranged on the other side of the obstacles to be bridged, wherein the transporting unit is positively held in a substantially vertical position by at least one stabilising system arranged above and/or below and/or laterally and preferably cooperating with additional rails.
2. Method according to claim 1, characterised in that, when travelling from a first station arranged on one side of the obstacles to be bridged to a second station arranged on the other side of the obstacles to be bridged or vice versa, the transporting unit is driven, at least over portions of the path, at a speed of travel of at least approximately 0.5 m/sec, preferably at least approximately 1 m/sec, in particular at least approximately 1.5 m/sec.
3. Method according to claim 1 or 2, characterised in that, in the case of a path having a respective substantially vertical section with at least one respective station on each side of the obstacles to be bridged and a substantially horizontal or inclined section arranged at a higher level in the region to be bridged as well as two curved sections in the transition regions between the substantially vertical sections and the substantially horizontal or inclined section, the transporting unit located in a first station is gently accelerated in the vertical direction from the standing position to a first constant speed preferably of at least approximately 1 m/sec and is then driven on at this first speed also along the following curved section, and in that substantially after travelling round the curve, the transporting unit is accelerated to a higher second speed preferably of at least approximately 1.5 m/sec and then passes through the substantially horizontal or inclined section to a short distance before its end at this higher second speed and in that it is then decelerated to the first lower speed preferably of at least approximately 1 m/sec and travels through the second curved section and preferably also a part of the adjoining second vertical section at this first speed and in that the transporting unit is gently decelerated into its end position at the end of the second vertical section.
4. Method according to claim 1, characterised in that, in the case of a path with a respective substantially vertical section on each side of the obstacles to be bridged and with a substantially horizontal or inclined section arranged at a higher level in the region to be bridged as well as with two curved sections in the transition regions between the substantially vertical sections and the substantially horizontal or inclined section, the transporting unit located in a station on one side of the obstacles to be bridged is gently accelerated in the vertical direction from the standing position to a first constant speed of at least approximately 1 m/sec and then passes through the first vertical section at this first speed and in that it is gradually accelerated to a higher second speed of at least approximately 1.5 m/sec as it passes through the following curved section and then passes through the substantially horizontal or inclined section substantially to its end at this higher second speed and in that it is gradually decelerated to the first lower speed of at least approximately 1 m/sec as it passes through the adjoining curved section and passes through a part of the second vertical section at this first speed and in that the transporting unit is then gently decelerated into its end position.
5. Method according to claim 1, characterised in that the path is constructed substantially in the form of a semicircular arch, an elliptical arch or a three-centre arch with respective vertical sections at the arch ends comprising at least one station and in that the transporting unit located in one station is gently accelerated in the vertical direction from the standing position to a substantially constant speed of at least approximately 1 m/sec, in particular at least approximately 1.5 m/sec, and is then driven substantially along the entire path at this substantially constant speed and is gently decelerated into its end position at the end of the second vertical section.
6. Method according to claim 1, characterised in that the path for bridging height differences is constructed substantially in the form of a rising arch, preferably with vertical sections at arch ends comprising at least one respective station and in that at least the rising arch of the path is passed through preferably at a substantially constant speed of at least approximately 1 m/sec, in particular at least approximately 1.5 m/sec.
7. Method according to claim 1, characterised in that the path for bridging height differences comprises a substantially vertical first section with a first station, an adjoining curved second section and a substantially horizontal or inclined and/or slightly arched third section with a second station located at a higher level at the end of the third section, an entrance or an exit preferably being provided at the outer end face of the first station and of the second station, in particular when transporting motor vehicles, the entrance and exit being provided in such a way that a motor vehicle can be driven into the transporting unit via the entrance at the outer end face of the first station and can be driven out through the endface exit without turning at the second station.
8. Method according to one or more of claims 1 to 7, characterised in that the transporting unit is driven by its own two-sided drive, preferably in the form of at least two synchronous drives.
9. Method according to one or more of claims 1 to 8, characterised in that synchronous drives in the form of gear drives are used as own drives, of which the gear-wheels mesh with teeth arranged in the region of the fixed rails on either side of the path, in particular in the form of toothed racks or roller spindle rails or in the form of toothed belts and/or chains preferably guided in an omega-shaped loop round the respectively associated gear-wheel and are preferably held in mesh with the teeth by means of carriages capable of travelling along the fixed rails.
10. Transporting device for transporting people, preferably including bicycles or wheelchairs, and/or for transporting cars and/or goods vehicles and/or for transporting articles and/or material along a path which bridges obstacles, in particular roadways and/or height differences, and comprises at least one curved section, at least one substantially vertical section and preferably at least one substantially horizontal or inclined section, by means of a transporting unit (21; 22), in particular in the form of a cabin (21; 221) and/or a transporting platform which is supported on fixed rails (70; 270, 370) extending uninterruptedly and continuously along the path and pivotally about a pivot axis (44; 244) extending perpendicularly to the path and rigidly associated with the transporting unit (21; 221) and can be driven by its own controllable drive (40; 240, 340) cooperating with the fixed rails (70; 240, 340) and/or by a fixed drive continuously and uninterruptedly from at least one first station arranged on one side of the obstacles to be bridged to at least one second station arranged on the other side of the obstacles to be bridged or vice versa, wherein the transporting unit (21; 221) is positively held in a substantially vertical position by at least one stabilising system (60, 80; 340, 341, 346) arranged above and/or below and/or laterally and preferably cooperating with additional rails (69, 94, 95, 96).
11. Transporting device according to claim 10, characterised in that the own drive is constructed on both sides and preferably comprises at least two synchronous drives (40; 240, 340) which are fastened opposite one another on opposing sides of the transporting unit (21; 221) adjacent to a respective path edge in such a way that they cooperate with a respective fixed rail (70; 270, 370) on the path edge.
12. Transporting device according to claim 10 or 11, characterised by synchronous drives (40; 240, 340) in the form of gear drives comprising at least one rigid drive shaft (44; 244, 344) extending continuously perpendicularly to the direction of travel of the transporting unit (21; 221) from one path edge to the opposing path edge, the drive shafts carrying, at each of their two ends, a rotationally engaged gear-wheel (42) which meshes with teeth (73; 74; 273, 274, 373, 374) on the adjacent path edge.
13. Transporting device according to one or more of claims 10 to 12, characterised in that the own drive (40; 240, 340) comprises at least one electric motor (47), preferably in the form of a three-phase motor, in particular with frequency converter, or in the form of a servomotor or a DC motor which is mounted on the transporting unit (21; 221) and in that the electric motor (47) is preferably powered by means of conductor rails (32) extending parallel to the fixed rails (70), power being transmitted to the transporting unit (21; 221) inductively or by means of current collectors (31), in particular in the form of stirrup-type current collectors.
14. Transporting device according to one or more of claims 10 to 13, characterised in that control and request signals for the transporting unit (21; 221) are transmitted to the transporting unit (21; 221) by radio or by conductor rails (32) and current collectors (31), the system preferably being arranged in such a way that the conductor rails (32) for powering the drive motor (47) are arranged on one side of the transporting unit (21; 221) and the conductor rails (32) for signal transmission are arranged on the other side of the transporting unit (21; 221).
15. Transporting device according to one or more of claims 10 to 14, characterised in that the synchronous drive (40; 240, 340) is associated with a respective carriage (41; 241, 341) with a support structure (50) which is fastened on a bearing housing (57) of a bearing (96) of the drive shaft (44; 244, 344) and carries four carrying wheels (51, 54) preferably of equal size, of which two respective wheels are supported on running surfaces (72') formed on one of the two mutually opposed sides of the running rails (71; 271, 371 or 72; 272, 372) preferably consisting of aluminium, in such a way that the drive shaft (44; 244, 344) is supported on the rails and the gear-wheels (42) of the synchronous drive (40; 240, 340) fastened on the drive shaft (44; 244, 344) are held so as to mesh with the teeth (73; 273, 373 or 74; 274, 374) extending along the rails (71; 271, 371 or 72; 272, 372), an intermediate frame being fastened on the drive shaft (44; 244), preferably with interposition of suspension means, on which intermediate frame the transporting unit (21; 221) is suspended, preferably with spring mounting, preferably via four tension elements arranged adjacent to its corners, and uneven loads in different regions of the transporting unit (21; 221) being compensated, preferably by means of a connecting linkage which connects the tension elements to one another in such a way that different loads in individual tension elements are distributed over substantially all.
16. Transporting device according to one or more of claims 10 to 15, characterised in that the carrying rollers (51, 54) of the carriage (41; 241, 341) comprise roller coverings made of a wear-resistant material capable of withstanding high mechanical and dynamic stresses, in particular of polyurethane elastomers.
17. Transporting device according to one or more of claims 10 to 16, characterised in that the stabilising system (60, 80) is fastened above the drive shaft (44; 244), preferably on the intermediate frame fastened thereon or on the transporting unit (21) itself, and comprises a plurality of rollers (62) which are spaced apart in the horizontal direction above the transporting unit (21), perpendicularly to the pivot axis (44), and are supported by means of a horizontal rail system (69, 94, 96) and in that the rollers (62) enter a horizontal C-shaped rail profile (94, 96) when the direction of travel is changed from a horizontal or inclined direction of travel, the rail profile (94, 96) being vertically displaceable by means of a stabilising car (80).
18. Transporting device according to the preceding claim 17, characterised in that, on the C-shaped rail profile (94, 96) or on components (120) connected to this rail profile, there are fastened cables (113; 313) which are guided via fixed pulleys (92) and on which at least one counterweight (8; 308) is arranged in such a way that, when the transporting unit (21, 221) travels in a curve from the horizontal or inclined direction of travel into the vertical direction of travel, the counterweight (8; 308) is pulled upwardly by the downwardly moving transporting unit (21; 221) and the drive (47) of the transporting unit (21; 221) is thus substantially relieved of the inherent weight of the transporting unit (21; 221).
19. Transporting device according to claim 18, characterised in that the counterweight (8; 308) is supported in its lower end position by springs (9, 10; 209, 210), preferably in the form of a cascade connection of a plurality of springs (9, 10; 209, 210), in particular three to five springs, the characteristic of the cascade connection being modified in such a way that, after the supporting rollers (62; 262) have entered the C-shaped rail profile (94, 96) at the beginning of a curve from horizontal to vertical, the effective force of the counterweight (8; 308) gradually increases in a manner substantially corresponding to the gradual reduction in the support of the weight of the transporting unit (21; 221) on the rails (72, 74; 272, 274), the respective support corresponding to the component of the vector of the weight of the transporting unit (21; 221) directed perpendicularly to the rails (72, 74).
20. Transporting device according to one or more of claims 17 to 19, characterised in that the C-shaped rail profile (94, 96) is constructed in two parts, one pivotal part (94) being pivotal through approximately 90° about a pivot axis (110) of the other part (96) of the C-shaped profile, and the two parts (94, 96) have a bevel (116 or 117) in the region of the pivot axis, to avoid mutual obstruction on pivoting.
21. Transporting device according to claim 20, characterised in that the hinged part (94) of the C-shaped rail profile (94, 96) may be hinged up by means of a special hinge mechanism (104 to 111) comprising at least one specially constructed hook (106).
22. Transporting device according to claim 21, characterised in that the hook (106) is constructed in such a way that the part (94) to be hinged is first brought to speed and is then pulled completely upwards with the remainder of the horizontal vector of the speed of propulsion.
23. Transporting device according to one or more of claims 14 to 22, characterised in that the vertical sections (2; 202) each comprise at least one entrance on the same and/or different sides, in particular on the front and/or back and/or on the internal and/or external sides of the towers (2; 202), a plurality of entrances optionally being arranged one above the other at different levels in one or both vertical sections.
24. Transporting device according to one or more of claims 10 to 16, characterised in that, in addition to the two first fixed rails (70; 270) provided for the drive (40; 240) of the transporting unit (21; 221) and comprising a respective running rail (71, 72; 271, 272) for the carriages (41; 241) and associated teeth (73, 74; 273, 274), at least one further fixed rail (370) is provided, which also comprises running rails (371, 372) for additional carriages (341) and associated teeth (373, 374), and is arranged offset at a vertical distance (A1) above or below the two first rails (70; 270) and at a horizontal distance (A2, A3), exactly parallel to the first rails (70; 270), the gear-wheels (42) of the drive shaft (344) supported by the additional carriages (341) being driven synchronously with the gear-wheels (42) of the drive (40; 240) of the transporting unit (21; 221) by means of a chain drive (346) or an intermediate gear mounted rigidly on the transporting unit.
25. Transporting device according to one or more of claims 12 to 24, characterised in that the gear-wheels (42) of the synchronous drives (40; 240, 340) constructed in the form of gear drives mesh with teeth which are arranged along the running rails (71, 72; 271, 272) for the carriages (41; 241) and are constructed in the form of toothed racks, preferably roller spindle rails or in the form of toothed belts and/or chains which are preferably guided round the gear-wheels (42) in an omega-shaped loop and are preferably tensioned by hydraulic tension elements.
26. Transporting device according to claim 25, characterised in that the roller spindle rails (73, 74; 273, 274, 373, 374) comprise roller spindles (76) provided with a hardened sleeve (76').
27. Transporting device according to claim 26, characterised in that a preferably two-part bearing bush (77) is interposed between the shafts (75) of the roller spindles (76) and their hardened sleeve (76').
28. Transporting device according to one or more of claims 25 to 27, characterised by roller spindles (76) of which the outer peripheral face of the sleeves (76') and preferably also the peripheral face of the shafts (75) or alternatively the inner face of the sleeves (76') are provided with a sliding, wear-resistant plastic covering in such a way that, when the drive gear-wheels (42) mesh with the roller spindle teeth (73; 273, 373 or 74; 274, 374), metal/metal contact is avoided and smoother running is achieved.
29. Transporting device according to claim 28, characterised in that the plastic coverings consist of a friction-reducing plastics material, in particular of polytetrafluoroethylene.
30. Transporting device according to claim 28, characterised in that the plastic coverings are produced from a moderately hard, shear-resistant, durable neoprene mixture of which the surface is covered with a sliding, wear-resistant nylon fabric which gives the surface a low coefficient of friction.
31. Transporting device according to one or more of claims 10 to 30, characterised in that a speed limiter (400) with a safety switch is mounted preferably above the stabilising system (60, 80), preferably on the additional rails (95) cooperating therewith or on the girder structure (1, 2, 11), and in that a progressive brake safety-gear (430) is mounted on the stabilising system (60, 80) in such a way that, on actuation thereof, its brake elements (446) act on at least one of the additional rails (95) cooperating with the stabilising device (60, 80) and a safety lever (432) of the progressive brake safety-gear (430) is connected via a connecting element (434) to a cable drive (410) which is guided via the speed limiter (400) and at least one return roller (412) mounted stationarily preferably at the lower end of the additional rails (95) in such a way that the progressive brake safety-gear (430) is triggered when the cabin (21) exceeds a predetermined maximum speed, actuation of the safety switch of the speed limiter (400) and switching off and/or deceleration of the drive motor (47) of the cabin (21) taking place simultaneously.

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