EP1051347B1 - Procede et dispositif pour le transport de personnes et/ou de biens le long d'un trajet comprenant des parties verticales et courbees - Google Patents

Procede et dispositif pour le transport de personnes et/ou de biens le long d'un trajet comprenant des parties verticales et courbees Download PDF

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Publication number
EP1051347B1
EP1051347B1 EP99908758A EP99908758A EP1051347B1 EP 1051347 B1 EP1051347 B1 EP 1051347B1 EP 99908758 A EP99908758 A EP 99908758A EP 99908758 A EP99908758 A EP 99908758A EP 1051347 B1 EP1051347 B1 EP 1051347B1
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EP
European Patent Office
Prior art keywords
transporting
rails
transporting unit
drive
speed
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Expired - Lifetime
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EP99908758A
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German (de)
English (en)
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EP1051347A2 (fr
Inventor
Emil Schmid
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Individual
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Individual
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Priority claimed from DE19827037A external-priority patent/DE19827037A1/de
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Publication of EP1051347A2 publication Critical patent/EP1051347A2/fr
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    • 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

  • 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.
  • 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.
  • 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.
  • FR-A-2 574 737 is the closest State of the art for the present invention.
  • 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.
  • 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 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.
  • 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
  • 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.
  • a substantially constant Speed preferably at least about 1 m / sec, in particular at least about 1.5 m / sec
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 a transport unit, in particular in the form of a Cabin
  • the transport device 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.
  • the transport device 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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
  • the rails designed according to the design of the linear motors become.
  • 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.
  • 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.
  • the safety switch of the speed limiter 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.
  • 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.
  • 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.
  • the plastic covers can be made from a Friction-reducing plastic, especially made of polytetrafluoroethylene consist.
  • 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.
  • 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.
  • 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.
  • A1 above or below one of the first two Rails and with respect to this by a horizontal distance (A2, A3) extends offset
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • the holes 78 for the roller pin 76 correcting the snow error by means of electronic controlled processing machines are manufactured.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the transport device there is also the possibility of a coupling device 390 much easier to do.
  • 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.
  • 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.
  • the transport device 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.
  • the shaft 344 can be shortened.
  • 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.
  • A1 preferably approximately 0.8 to 1 m above the drive shaft 244 to store.
  • 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.
  • 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.
  • 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.
  • 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 A

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Escalators And Moving Walkways (AREA)
  • Handcart (AREA)
  • Agricultural Machines (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)

Claims (31)

  1. Procédé pour le transport de personnes, de préférence avec des vélos ou des fauteuils roulants, et/ou pour le transport de voitures et/ou de camions et/ou pour le transport d'objets et/ou de matériau, le long d'un trajet carrossable, qui sert au franchissement d'obstacles, en particulier des chaussées et/ou des dénivelés et comprend au moins une section en forme d'arc, au moins une section sensiblement verticale et de préférence au moins une section sensiblement horizontale ou inclinée, au moyen d'une unité de transport, en particulier sous la forme d'une cabine et/ou d'une plate-forme de transport, qui est appuyée sur des rails fixes, s'étendant de façon continue et en permanence le long du trajet carrossable de façon à pouvoir basculer autour d'un axe de basculement s'étendant perpendiculairement au trajet carrossable, attribué de façon fixe à l'unité de transport et est transportée au moyen d'un entraínement propre contrôlable, coopérant avec les rails fixes, et/ou d'un entraínement stationnaire, de façon continue et ininterrompue d'au moins une première station disposée sur un côté des obstacles à franchir jusqu'à au moins une seconde station, disposée sur l'autre côté des obstacles à franchir ou inversement, l'unité de transport étant maintenue dans une position sensiblement verticale guidée de façon forcée au moyen d'au moins un dispositif de stabilisation disposé au-dessus et/ou au-dessous et/ou sur le côté, coopérant de préférence avec des rails supplémentaires.
  2. Procédé selon la revendication 1, caractérisé en ce que l'unité de transport est déplacée lors du déplacement d'une première station disposée sur un côté des obstacles à franchir jusqu'à une deuxième station disposée sur l'autre côté des obstacles à franchir ou inversement, au moins par tronçons du chemin carrossable, avec une vitesse de déplacement d'au moins environ 0,5 m/sec, de préférence au moins environ 1 m/sec, en particulier au moins environ 1,5 m/sec.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que sur un trajet carrossable, qui présente de chaque côté des obstacles à franchir respectivement une section sensiblement verticale avec au moins une station et une section disposée sur un niveau supérieur, sensiblement horizontale ou inclinée, dans la zone à franchir, ainsi que deux sections en forme d'arc dans les zones de transition entre les sections sensiblement verticales et la section sensiblement horizontale ou inclinée, l'unité de transport se trouvant dans une première station est accélérée en douceur de la position arrêtée à la position verticale jusqu'à une première vitesse constante de préférence au moins environ 1 m/sec et est ensuite déplacée avec cette première vitesse également le long de la section suivante en forme d'arc, et en ce que, à peu près après la fin de la section en forme d'arc, l'unité de transport est accélérée jusqu'à une deuxième vitesse supérieure de préférence d'au moins environ 1,5 m/sec et ensuite la section sensiblement horizontale ou inclinée est déplacée avec cette seconde vitesse supérieure jusqu'à une courte zone avant son extrémité et en ce qu'on freine ensuite jusqu'à la première vitesse plus faible qui est de préférence d'au moins environ 1 m/sec et la seconde section en forme d'arc et de préférence également une partie de la section verticale qui s'y rattache sont parcourues avec cette première vitesse et en ce que l'unité de transport est ralentie à la fin de la deuxième section verticale en douceur dans sa position finale.
  4. Procédé selon la revendication 1, caractérisé en ce que, dans le cas d'un trajet carrossable avec respectivement une section sensiblement verticale de chaque côté des obstacles à franchir et avec une section disposée dans la zone à franchir sur un niveau supérieur, sensiblement horizontale ou inclinée, et avec deux sections en forme d'arc dans les zones de transition entre les sections sensiblement verticales et la section sensiblement horizontale ou inclinée, l'unité de transport se trouvant dans une station sur un côté des obstacles à franchir est accélérée en douceur de la position arrêtée dans le sens vertical jusqu'à une première vitesse constante d'au moins environ 1 m/sec et la première section verticale est parcourue ensuite avec cette première vitesse et en ce que, lors du passage de la section suivante en forme d'arc, on accélère progressivement jusqu'à une seconde vitesse supérieure d'au moins environ 1,5 m/sec et ensuite la section sensiblement horizontale ou inclinée est parcourue ensuite à peu près jusqu'à son extrémité avec cette seconde vitesse supérieure et en ce que, lors du passage de la section consécutive en forme d'arc, on ralentit peu à peu jusqu'à la première vitesse inférieure d'au moins environ 1 m/sec et une partie de la seconde section verticale est parcourue avec cette première vitesse et en ce que l'unité de transport est ralentie ensuite en douceur dans sa position finale.
  5. Procédé selon la revendication 1, caractérisé en ce que le trajet carrossable est conçu à peu près sous la forme d'un arc plein-cintre, d'un arc elliptique ou d'un arc en anse de panier, avec des sections verticales présentant chacune au moins une station sur les extrémités d'arc et en ce que l'unité de transport se trouvant dans une station est accélérée en douceur à partir de la position arrêtée dans le sens vertical jusqu'à une vitesse sensiblement constante d'au moins environ 1 m/sec, en particulier au moins environ 1,5/sec et est déplacée encore avec cette vitesse sensiblement constante à peu près le long de l'ensemble du trajet carrossable et est ralentie en douceur dans sa position finale à la fin de la seconde section verticale.
  6. Procédé selon la revendication 1, caractérisé en ce que le trajet carrossable pour le franchissement de dénivelés est conçu à peu près sous la forme d'un arc rampant de préférence avec des sections verticales présentant chacune au moins une station sur les extrémités d'arc et en ce qu'au moins l'arc rampant du trajet carrossable est parcouru de préférence avec une vitesse de déplacement sensiblement constante d'au moins environ 1 m/sec, en particulier au moins environ 1,5 m/sec.
  7. Procédé selon la revendication 1, caractérisé en ce que le trajet carrossable pour le franchissement de dénivelés présente une première section sensiblement verticale avec une première station, une seconde section en forme d'arc et consécutive et une troisième section sensiblement horizontale ou inclinée et/ou légèrement incurvée avec une seconde station, se trouvant sur un niveau supérieur, à l'extrémité de la troisième section, une entrée ou une sortie étant prévue de préférence sur le côté avant extérieur en particulier en cas de transport de véhicules automobiles aussi bien pour la première station que pour la deuxième station, de telle sorte qu'un véhicule automobile peut être entré dans l'unité de transport par l'accès sur le côté avant extérieur de la première station et peut être sorti sans faire un demi-tour par la sortie côté avant sur la deuxième station.
  8. Procédé selon l'une quelconque ou plusieurs des revendications 1 à 7, caractérisé en ce que l'unité de transport est entraínée au moyen d'une commande propre des deux côtés, de préférence sous la forme d'au moins deux commandes synchrones.
  9. Procédé selon l'une quelconque ou plusieurs des revendications 1 à 8, caractérisé en ce que des commandes synchrones servent de commande propre sous la forme de commandes par engrenages, dont les roues dentées s'engrènent avec des dentures disposées des deux côtés du trajet carrossable dans la zone des rails fixes, en particulier sous la forme de crémaillères ou de rails avec axes de roulettes ou sous la forme de courroies crantées guidées de préférence dans un enroulement oméga autour de la roue dentée respectivement attribuée et/ou de chaínes et sont maintenues en prise avec les dentures de préférence au moyen de chariots mobiles déplaçables le long des rails fixes.
  10. Dispositif de transport pour le transport de personnes, de préférence y compris les vélos ou fauteuils roulants, et/ou pour le transport de voitures automobiles et/ou de camions et/ou pour le transport d'objets et/ou de matériau, le long d'un trajet carrossable, qui sert au franchissement d'obstacles, en particulier de chaussées et/ou de dénivelés et comprend au moins une section en forme d'arc, au moins une section sensiblement verticale et de préférence au moins une section sensiblement horizontale ou inclinée au moyen d'une unité de transport (21 ; 221), en particulier sous la forme d'une cabine (21 ; 221) et/ou d'une plate-forme de transport, qui est soutenue sur des rails (70 ; 270, 370) fixes s'étendant de façon continue et sans interruption le long du trajet carrossable de manière à pivoter autour d'un axe de basculement (44 ; 244) attribué de façon fixe à l'unité de transport (21 ; 221) et s'étendant perpendiculairement au trajet carrossable et qui peut être déplacée au moyen d'une commande propre (40 ; 240, 340) contrôlable et coopérant avec les rails (70 ; 270, 370) fixes et/ou d'une commande stationnaire, de façon continue et sans interruption, d'au moins une première station disposée sur un côté des obstacles à franchir jusqu'à au moins une seconde station disposée sur l'autre côté des obstacles à franchir ou inversement, l'unité de transport (21 ; 221) étant maintenue dans une position sensiblement verticale guidée de façon forcée au moyen d'au moins un dispositif de stabilisation (60, 80 ; 340, 341, 346) disposé au-dessous et/ou au-dessus et/ou sur le côté, coopérant de préférence avec des rails (69, 94, 95, 96) supplémentaires.
  11. Dispositif de transport selon la revendication 10, caractérisé en ce que la commande propre est conçue à double face et présente de préférence au moins deux commandes synchrones (40 ; 240, 340), qui sont fixées l'une en face de l'autre, sur des côtés opposés de l'unité de transport (21 ; 221), chacune à côté d'une bordure de trajet carrossable, de telle façon qu'elles coopèrent avec respectivement l'un des rails (70 ; 270, 370) fixes sur le bord du trajet carrossable.
  12. Dispositif de transport selon la revendication 10 ou 11, caractérisé par des commandes synchrones (40; 240, 340) sous la forme de commandes par engrenages, qui comprennent au moins un arbre d'entraínement (44 ; 244, 344) fixe, s'étendant de façon continue d'un bord du trajet carrossable jusqu'au bord opposé, perpendiculairement au sens de déplacement de l'unité de transport (21 ; 221), qui supportent sur leurs deux extrémités respectivement une roue dentée (42) montée de manière résistante à la torsion et s'engrenant avec une denture (73 ; 74 ; 273, 274, 373, 374) sur le bord de trajet carrossable voisin.
  13. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 12, caractérisé en ce que la commande propre (40 ; 240, 340) comprend au moins un moteur électrique (47), de préférence sous la forme d'un moteur à courant triphasé, en particulier avec un convertisseur de fréquence, ou sous la forme d'un servomoteur ou d'un moteur à courant continu, qui est disposé sur l'unité de transport (21 ; 221), et en ce que l'arrivée du courant au moteur électrique (47) s'effectue de préférence au moyen de rails conducteurs (32), qui s'étendent parallèlement aux rails (70) fixes, le courant étant transmis à l'unité de transport (21 ; 221) par induction ou au moyen de pantographes (31), en particulier sous la forme d'archets de prise de courant.
  14. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 13, caractérisé en ce que les signaux de commande et de demande pour l'unité de transport (21 ; 221) sont transmis à l'unité de transport (21 ; 221) par radio ou au moyen de rails conducteurs (32) et de pantographes (31), l'agencement étant choisi de préférence de façon que les rails conducteurs (32) pour l'alimentation électrique du moteur d'entraínement (47) soient disposés sur un côté de l'unité de transport (21, 221) et les rails conducteurs (32) pour la transmission des signaux sur l'autre côté de l'unité de transport (21 ; 221).
  15. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 14, caractérisé en ce qu'un chariot de transport (41 ; 241, 341) est attribué à chacune des commandes synchrones (40 ; 240, 340), avec un appareil porteur (50), qui est fixé sur un logement de palier (57) d'un palier (96) de l'arbre d'entraínement (44 ; 244, 344) et qui supporte quatre, de préférence, autant de roues porteuses (51, 54), dont respectivement deux s'appuient sur l'un des deux côtés se faisant face des surfaces de frottement (72') conçues de préférence comme des rails de roulement (71; 271, 371 ou 72 ; 272, 372) en aluminium, de telle sorte que l'arbre d'entraínement (44 ; 244, 344) est soutenu sur les rails et les roues dentées (42) fixées sur l'arbre de la commande synchrone (40 ; 240, 340) sont maintenues en prise avec les dentures (73 ; 273, 373 ou 74 ; 274, 374), qui s'étendent le long des rails (71 ; 271, 371 ou 72 ; 272, 372), un cadre intermédiaire étant fixé sur l'arbre d'entraínement (44 ; 244), de préférence avec l'intercalage de suspensions, cadre sur lequel l'unité de transport (21 ; 221) est suspendue de préférence sur des ressorts, de préférence au moyen de quatre éléments de traction disposés à proximité de leurs angles, et des charges inégales étant compensées dans différentes zones de l'unité de transport (21 ; 221), de préférence au moyen d'une tringle de liaison, qui relie les éléments de traction entre eux de telle façon que des charges différentes d'éléments de traction individuels sont réparties sensiblement entre tous les éléments.
  16. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 15, caractérisé en ce que les roulettes supports (51, 54) du chariot de transport (41 ; 241, 341) présentent des revêtements de roulette à base d'un matériau résistant à l'usure et pouvant subir de fortes sollicitations mécaniques et dynamiques, en particulier à base d'élastomères de polyuréthane.
  17. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 16, caractérisé en ce que le dispositif de stabilisation (60, 80) est fixé au-dessus de l'arbre d'entraínement (44 ; 244), de préférence sur le cadre intermédiaire fixé sur cet arbre ou sur l'unité de transport (21) et présente plusieurs roulettes (62) disposées perpendiculairement à l'axe de pivotement (44) et à distance les unes derrière les autres, au-dessus de l'unité de transport (21) dans le sens horizontal, qui sont soutenues au moyen d'un système de rail (69, 94, 96) horizontal, et en ce que les roulettes (62) rentrent dans un profilé de rail (94, 96) horizontal et en forme de C lors du changement de sens de marche à partir d'un sens de marche horizontal ou incliné, lequel profilé peut être déplacé verticalement au moyen d'un chariot de stabilisation (80).
  18. Dispositif de transport selon la revendication 17 précédente, caractérisé en ce que sur le profilé de rail (94, 96) en forme de C ou sur des composants (120) reliés à ce profilé de rail sont fixés des câbles (113; 313) guidés par des poulies (92) fixes, sur lesquelles est disposé au moins un contrepoids (8 ; 308), de telle sorte que, lors du trajet en courbe de l'unité de transport (21 ; 221) du sens de marche horizontal ou incliné vers le sens de marche vertical, le contrepoids (8 ; 308) est tiré vers le haut par l'unité de transport (21 ; 221) se déplaçant vers le bas, et de ce fait la commande (47) de l'unité de transport (21 ; 221) est largement soulagée du poids propre de l'unité de transport (21 ; 221).
  19. Dispositif de transport selon la revendication 18, caractérisé en ce que le contrepoids (8 ; 308) est soutenu dans sa position extrême inférieure au moyen de ressorts (9, 10 ; 209, 210), de préférence sous la forme d'une commande progressive de plusieurs ressorts (9, 10 ; 209, 210), en particulier trois à cinq ressorts, la courbe caractéristique de la commande progressive étant modifiée de telle sorte que, après l'entrée des roulettes supports (62 ; 262) dans le profilé de rail (94, 96) en forme de C, la force efficace du contrepoids (8 ; 308) augmente progressivement au début d'un trajet en arc de la position horizontale à la position verticale d'une façon qui correspond à peu près à la réduction progressive du support du poids de l'unité de transport (21 ; 221) sur les rails (72, 74 ; 272, 274), le support respectif du composant, orienté perpendiculairement aux rails (72, 74), du vecteur du poids correspondant à l'unité de transport (21 ; 221).
  20. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 17 à 19, caractérisé en ce que le profilé de rail (94, 96) en forme de C est réalisé en deux parties, une partie (94) basculante pouvant pivoter d'environ 90° autour d'un axe de basculement (110) de l'autre partie (96) du profilé en forme de C, et les deux parties (94, 96) présentant un chanfrein (116 ou 117) dans la zone de l'axe de pivotement afin d'éviter une gêne réciproque lors du pivotement.
  21. Dispositif de transport selon la revendication 20, caractérisé en ce que la partie (94) escamotable du profilé de rail (94, 96) en forme de C peut être relevée à l'aide d'un mécanisme de relevage (104 à 111) spécial, qui comprend au moins un crochet (106) réalisé spécialement.
  22. Dispositif de transport selon la revendication 21, caractérisé en ce que le crochet (106) est conçu de telle façon que la partie (94) à relever est amenée d'abord à la vitesse et est tirée ensuite complètement vers le haut avec le reste du vecteur horizontal de la vitesse de propulsion.
  23. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 14 à 22, caractérisé en ce que les sections (2 ; 202) verticales présentent chacune au moins un accès sur le même côté et/ou sur des côtés différents, en particulier sur le côté avant et/ou sur le côté arrière et/ou sur les côtés avant intérieurs et/ou extérieurs des tours (2 ; 202), plusieurs accès étant disposés les uns au-dessus des autres, à un niveau différent, éventuellement dans une section ou dans deux sections verticales.
  24. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 16, caractérisé en ce que, en supplément des deux premiers rails (70 ; 270) fixes, prévus pour l'entraínement (40 ; 240) de l'unité de transport (21 ; 221), qui comprennent chacun un rail de roulement (71, 72 ; 271, 272) pour les chariots de déplacement (41;241) et une denture (73, 74 ; 273, 274) attribuée, il est prévu au moins un autre rail (370) fixe, qui comprend également des rails de roulement (371, 372) pour des chariots de déplacement (341) supplémentaires et une denture (373, 374) attribuée, et est disposé exactement parallèlement aux premiers rails (70 ; 270), décalés à une distance (A1) verticale au-dessus ou au-dessous des deux premiers rails (70 ; 270) et à une distance (A2, A3) horizontale, les roues dentées (42) de l'arbre d'entraínement (344) soutenu par les chariots de déplacement (341) supplémentaires étant entraínées de façon synchrone avec les roues dentées (42) de la commande (40 ; 240) de l'unité de transport (21 ; 221) au moyen d'une commande par chaíne (346) ou d'un engrenage intermédiaire monté de façon fixe sur l'unité de transport.
  25. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 12 à 24, caractérisé en ce que les roues dentées (42) des commandes synchrones (40 ; 240, 340) réalisées sous la forme de commandes par engrenages s'engrènent avec des dentures qui sont disposées le long des rails de roulement (71, 72 ; 271, 272) pour les chariots de déplacement (41 ; 241) et sont conçues sous la forme de crémaillères, de préférence des rails avec axes de roulettes ou sous la forme de courroies crantées et/ou sous la forme de chaínes, qui sont guidées de préférence dans un enroulement oméga autour des roues dentées (42) et sont tendues de préférence au moyen d'éléments de traction hydrauliques.
  26. Dispositif de transport selon la revendication 25, caractérisé en ce que le rail avec axes de roulettes (73, 74 ; 273, 274, 373, 374) présentent des axes de roulettes (76) qui sont pourvus d'une douille (76') durcie.
  27. Dispositif de transport selon la revendication 26, caractérisé en ce qu'un coussinet (77) de préférence en deux parties est intercalé entre les axes (75) des axes de roulettes (76) et leur douille (76') durcie.
  28. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 25 à 27, caractérisé par des axes de roulettes (76), sur lesquels la surface périphérique extérieure des douilles (76') et de préférence également la surface périphérique des axes (75) ou en remplacement la surface interne des douilles (76') sont pourvues d'un revêtement plastique favorable pour le glissement et résistant à l'usure de telle sorte que, lors de l'engrènement des roues dentées d'entraínement (42) avec la denture d'axes de roulettes (73 ; 273, 373 ou 74 ; 274, 374), on évite un contact métal - métal et on obtient un fonctionnement silencieux optimisé.
  29. Dispositif de transport selon la revendication 28, caractérisé en ce que les revêtements plastique sont à base d'un plastique réduisant le frottement, en particulier à base de polytétrafluoéthylène.
  30. Dispositif de transport selon la revendication 28, caractérisé en ce que les revêtements plastique sont fabriqués à base d'un mélange de Néoprène moyennement dur, résistant au cisaillement et robuste, dont la surface est recouverte d'un tissu nylon favorable au glissement et résistant à l'usure, et qui confère à la surface un coefficient de frottement faible.
  31. Dispositif de transport selon l'une quelconque ou plusieurs des revendications 10 à 30, caractérisé en ce qu'un limiteur de vitesse (400) est monté avec un interrupteur de sécurité de préférence au-dessus du dispositif de stabilisation (60, 80), de préférence sur les rails (95) supplémentaires coopérant avec le dispositif ou sur l'appareil porteur (1, 2, 11), et en ce qu'un dispositif d'interception de freinage (430) est logé sur le dispositif de stabilisation (60, 80) de telle sorte que, lors de son actionnement, ses éléments de freinage (446) s'appliquent sur au moins l'un des rails (95) supplémentaires coopérant avec le dispositif de stabilisation (60, 80) et une clenche (432) du dispositif d'interception de freinage (430) est reliée par un élément de liaison (434) à une transmission par câble (410), qui est guidée au moyen du limiteur de vitesse (400) et au moins d'un galet de renvoi (412) logé de façon fixe de préférence sur l'extrémité inférieure des rails (95) supplémentaires, de telle sorte que le dispositif d'interception de freinage (430) est déclenché lorsque la cabine (21) dépasse une vitesse maximale prédéfinie, un actionnement de l'interrupteur de sécurité du limiteur de vitesse (400) et une déconnexion et/ou un freinage du moteur d'entraínement (47) de la cabine (21) s'effectuant de façon simultanée.
EP99908758A 1998-02-01 1999-02-01 Procede et dispositif pour le transport de personnes et/ou de biens le long d'un trajet comprenant des parties verticales et courbees Expired - Lifetime EP1051347B1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE19803610 1998-02-01
DE19803610 1998-02-01
DE19806802 1998-02-18
DE19806802 1998-02-18
DE19827037 1998-06-17
DE19827037A DE19827037A1 (de) 1998-02-01 1998-06-17 Verfahren und Einrichtung zur Beförderung von Personen, vorzugsweise einschließlich Fahrrädern und/oder Rollstühlen, und/oder Personen- und/oder Lastkraftfahrzeugen und/oder zum Transport von Gegenständen und/oder von Material
PCT/DE1999/000270 WO1999038790A2 (fr) 1998-02-01 1999-02-01 Procede et dispositif pour le transport de personnes, de preference avec des bicyclettes et/ou des fauteuils roulants et/ou des voitures particulieres et/ou des vehicules utilitaires, et/ou pour le transport d'objets et/ou de materiaux

Publications (2)

Publication Number Publication Date
EP1051347A2 EP1051347A2 (fr) 2000-11-15
EP1051347B1 true EP1051347B1 (fr) 2002-12-04

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EP99908758A Expired - Lifetime EP1051347B1 (fr) 1998-02-01 1999-02-01 Procede et dispositif pour le transport de personnes et/ou de biens le long d'un trajet comprenant des parties verticales et courbees

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EP (1) EP1051347B1 (fr)
AT (1) ATE228962T1 (fr)
AU (1) AU2825399A (fr)
DE (2) DE29980011U1 (fr)
ES (1) ES2189396T3 (fr)
WO (1) WO1999038790A2 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3002243A1 (fr) * 2014-09-30 2016-04-06 Inventio AG Système d'élévation équipé de cabines entraînées individuellement et voie de circulation fermée
NL2015994B1 (en) 2015-12-18 2017-07-13 Handicare Stairlifts B V Method for welding a rail for a stairlift, a rail for a stairlift and a stairlift comprising such rail.
CN107720488B (zh) * 2017-10-19 2024-04-02 广东水利电力职业技术学院（广东省水利电力技工学校） 一种双梯同步运行的过街节能电梯
CN111099278B (zh) * 2018-05-28 2021-11-09 山东大东联石油设备有限公司 一种物品输送装置
WO2020160744A1 (fr) * 2019-02-04 2020-08-13 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB464013A (en) * 1936-07-27 1937-04-09 Adolf Robig Improvements in or relating to garages for motor vehicles
CA953224A (en) * 1971-02-10 1974-08-20 Sanwa Tetsuki Kougiyou Kabushiki Kaisha Cage apparatus rising and falling on a wall surface
FR2311698A1 (fr) * 1975-05-23 1976-12-17 Creissels Denis Sa Ascenseur incline
US4257491A (en) * 1979-01-29 1981-03-24 Prescon Corporation Scaffold apparatus
DE3025727A1 (de) * 1980-07-08 1982-02-04 Georg 4800 Bielefeld Frey Treppenlift
GB2131760A (en) * 1982-11-03 1984-06-27 Norman Robert Foster Elevator arrangement
EP0137577A1 (fr) * 1983-10-10 1985-04-17 Antony Stopher Ascenseur d'escalier
FR2574737B1 (fr) * 1984-12-18 1990-05-04 Passemard Francois Dispositif d'ascenseur se deplacant sur un arc pour permettre aux pietons de franchir un obstacle
FR2610956A1 (fr) * 1987-02-16 1988-08-19 Otis Elevator Co Dispositif de passerelle, muni de systemes d'ascenseurs, notamment pour le franchissement des voies urbaines par les pietons
FR2625185B1 (fr) * 1987-12-29 1990-02-09 Braun Daniel Monte-charge dispose le long d'un escalier
JPH01181688A (ja) * 1988-01-14 1989-07-19 Mitsubishi Electric Corp エレベータ装置
JPH04365771A (ja) * 1991-06-13 1992-12-17 Toshiba Corp エレベータ
US5558181A (en) * 1995-01-04 1996-09-24 Bundo; Mutsuro Elevator
SE506996C2 (sv) * 1995-12-01 1998-03-16 Alimak Ab Drivsystem för kuggstångshiss
US5836423A (en) * 1996-11-04 1998-11-17 Kunczynski; Jan K. People mover system

Also Published As

Publication number Publication date
AU2825399A (en) 1999-08-16
DE29980011U1 (de) 2001-01-18
DE19980122D2 (de) 2001-01-18
WO1999038790A2 (fr) 1999-08-05
ES2189396T3 (es) 2003-07-01
ATE228962T1 (de) 2002-12-15
EP1051347A2 (fr) 2000-11-15
WO1999038790A3 (fr) 2000-09-08

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