EP1947242B1 - Single track suspension track - Google Patents

Abstract

The single rail overhead track is used in mining for the transport of workers as well as of material and equipment. Points (4) are located at each junction in order to facilitate a change of direction. The points (4) are connected to a frame (5) and comprise at least one slightly curved switch point (6). The switch point (6) is moved with a rotating control unit (7) which can be a pulley driven by a rope (8). It is slightly lifted with a manually operated lever (10) and attached to the outer end of the rail (1,2,3) by engaging the complementary inclined surfaces.

Description

The invention relates to a monorail monorail, in particular underground monorail monorail, having a switch arranged on a support frame with at least one movable by an actuator switch blade, which connects at least one entry rail with one of at least two exit rails optional.

Monorail monorail systems are usually used but not limiting underground mining and / or tunneling for material handling, but also for the promotion of persons. It is known both via monorail monorail conveyors, as well as those that are operated with locomotives or similar towing vehicles. One speaks here also of so-called trolleys.

The rails of the monorail monorail are generally hung on ridges, preferably with the aid of chains, so that the rail track constructed from the rails or profile rails can be adapted to any deformations due to rock pressure. The individual rail tracks composed of the profiled rails may connect mining and conveying areas as well as material handling stations. It is sometimes necessary at junctions and intersections to switch from one to the other rail track. For this purpose, switches are necessary, as for example in the DE 82 24 120 U1 , of the DE 199 19 702 C1 or even the DE 30 05 428 A1 be described and form the genus.

The mentioned switches work generally in such a way that the (straight) switch blade between the two exit rails with the aid of the actuator is pivoted back and forth. In this case, a slotted guide can be provided in addition, as they DE 199 19 702 C1 describes.

Likewise, locking by means of bolts are conceivable in DE 30 05 428 A1 to be introduced.

Quite independently of that, the DD 247 133 A3 with a switch for a monorail monorail, in which the track connections are arranged spatially and not in one plane. This requires a relatively large amount of space below the ridge, which is often not available.

As part of the DE 34 23 423 A1 is presented a monorail monorail, in which a switch tongue is realized, having the limb-shaped sections. As a result, the reliability is to be increased and driving through the switch to be made safer. The design effort for this, however, is enormous.

The state of the art can not satisfy in all respects. So are between the respective rails and the pivotable switch blade at the DE 30 05 428 A1 , of the DE 199 19 702 C1 as well as the DE 82 24 120 U1 unavoidable kinks and gaps present. These are a problem in particular for non-driven wheels of wagons monorail overhead conveyor and lead to increased wear of the often made of plastic casters.

The DE 34 23 423 A1 Although here provides an improvement because the switch blade is constructed of limb-shaped sections and thus the transitions and the course of the switch blade "smoother" can be realized. However, this is associated with an enormous constructional design and doubtful in terms of reliability, because the individual sections must be pivoted in each case by a certain defined amount against each other. - In terms of DD 247 133 A3 Finally, it is noticeable that the solution in question will not be used can, if the space is limited, as is now encountered almost everywhere.

The invention is based on the technical problem of further developing such monorail monorail system so that the diverter can be passed through the individual wagons safely and as smoothly as possible, while at the same time ensuring a structurally simple design.

To solve this problem, the invention proposes in a generic monorail overhead conveyor in the context of the invention, that the actuator of the switch blade is formed as a rotating in the rail plane rotary member.

That is, the at least one entry rail and the at least two exit rails are initially in a plane and not spatially as in the DD 247 133 A3 described arranged. In this way, the one entry rail and the two exit rails span the previously mentioned one rail level. In this rail plane or parallel to it now rotates the switch blade to adjust the switch. This is ensured by the actuator designed as a rotary element.

In fact, the rotary element in question is not only designed to rotate, but at the same time also variable in height compared to the support frame. In general, the rotary element rests on the top of the support frame, as long as the switch works and should not be adjusted. However, if a switch position is desired, the rotary element is adjusted in height for this purpose, namely raised relative to the upper side of the support frame. In this way, the switch blade connected to the rotary element experiences a height increase. That is, the switch blade is raised to rotate with respect to the rails by means of the rotary member.

As a result, the switch blade is free of the rails and can be rotated in the rail plane or a plane parallel to the rail plane to effect the switch position. In this case, the overall design is such that the rotary member is arranged on the upper side of the support frame, while the Einfahrschiene, the two exit rails and the interposed switch blade are placed on the underside of the support frame. In this context, the rotary member is pivoted about an axis of rotation, which consistently engages through the support frame.

Usually, the axis of rotation of the rotary element coincides with a central axis of the support frame. In the central axis of the support frame is a generally extending through the center of gravity of the support frame axis, against which the support frame is rotationally symmetrical. The switch blade now rotates about this coinciding with the axis of rotation of the rotary element central axis of the support frame in their adjustment in the rail plane.

As a switch tongue, the invention recommends a substantially dimensionally stable curved rail. That is, the switch blade does not change its shape in a switch position, is therefore dimensionally stable. In this case, the switch blade performs its adjustment or at the points position half a turn and reduced by an angle between the exit rails rotation. In other words, the switch tongue is usually rotated less than 180 °. In approach to this rotation, the angle between the exit rails is additionally brought.

After rotation, the entrance rail side end of the switch blade engages the previously disregarded exit rail, whereas the exit rail side end of the switch blade with the entry rail interacts. This is ensured in total by the rotary element, which can be driven manually via, for example, cables. Alternatively or additionally, a motor drive is conceivable. In addition, the rotary element advantageously has a connected height adjustment device. With the help of this height adjustment device, the rotary element - as already described - raised against the top of the support frame. As a result, the switch blade is also raised at the same time and brought out of engagement with the entry rail and the corresponding exit rail. In the raised by means of the rotary member or the connected height adjustment device, the switch blade can rotate relative to the rails. - The height adjustment device can be driven manually and / or motor.

In addition, the invention proposes at least one travel barrier. Mostly, each individual rail (i.e., both the entrance rail and the two exit rails) is assigned its own driveway barrier. The drive way block (with the rail tongue raised and rotating), d. H. self-adjusting switch, the associated rail, automatically, and otherwise releases it. This ensures immediately and automatically that a wagon or carriage of the monorail conveyor can not enter the switch area when the switch is operated and possibly crashes.

As a rule, the support frame is hexagonal in plan view. The corners are closer together on the side facing the entry rail than on the opposite side, where the two exit rails are located. Incidentally, the design is such that connecting struts are provided for the support frame. The connecting struts are arranged so that, starting from the central axis of the support frame, respective connecting struts are guided in a star shape toward each corner. Overall is the support frame advantageously composed of rectangular cross-section hollow profile rods in order to achieve the necessary torsional rigidity.

As a result, a monorail overhead track or a switch is provided for such a monorail monorail, which has significant advantages over previous embodiments. Because the arcuate course and the dimensionally stable design of the switch blade ensure that a run on the rails train or the carriage, the switch according to the invention jerk and tilt-free and consequently can happen safely. All this is possible with a structurally simple design that also enables manual and thus energy-independent actuation.

For this purpose, it is provided in the core that the arcuate switch blade is rotated in the rail plane during the course adjustment. For this purpose, the switch blade is raised relative to the rails with the aid of the actuator designed as a rotating rotary element. For this purpose, the height adjustment device is advantageously provided in the form of an actuating rod, which also locks the rotary member in the respective height position. Here are the main benefits.

Fig.1

die Einschienen-Hängebahn im Bereich einer Weiche perspektivisch,

Fig. 2

eine Ansicht von unten aus Richtung X auf den Gegenstand nach Fig. 1 und

Fig. 3 und 4

Details aus der Fig. 1 im endseitigen Bereich der Weichenzunge.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. Show it:

Fig.1

the monorail monorail in the area of a switch in perspective,

Fig. 2

a bottom view from the direction of X on the object Fig. 1 and

3 and 4

Details from the Fig. 1 in the end area of the switch tongue.

In the figures, a monorail overhead conveyor is shown, which has rail tracks or rails 1, 2, 3 in cross-section 1-shaped profile rails. On the rail tracks 1, 2, 3 wagons or carriages are performed with or without drive as a train. In the Fig. 1 one recognizes the rail tracks 1, 2, 3, which are interconnected by a switch 4. - The monorail monorail in question is usually used underground in mining or tunneling and fixed with the help of, for example chains hanging on ridges of a development. This is not mandatory.

The switch 4 is arranged on a support frame 5 and has at least one switch tongue 6, which can be moved by means of an actuator 7. In the actuator 7 is a rotating rotary member 7, in the embodiment, a sheave, which can be rotated by means of guided over them ropes 8 manually about its axis of rotation 9. As a result, the switch blade 6 connected to the rotary element 7 is also rotated. Since the rail tracks 1, 2, 3 lie in one plane, they span a rail plane S, which in Fig. 1 or 2 is indicated.

The switch tongue 6 is now rotated by means of the rotary element 7 in this rail plane S or in a plane parallel to the rail plane S parallel plane. Because to their rotation, the switch blade 6 is raised relative to the rails or rail tracks 1, 2, 3 by means of the rotary member 7. For this purpose, a height adjustment device 10 in the form of a control lever 10 is connected to the rotary member 7. With the help of the adjusting lever or the height adjustment device 10, the rotary member 7, which is arranged on the upper side of the support frame 5, can lift relative to the support frame 5 and lock in this position.

Because the switch blade 6 is connected to the rotary member 7 via a boom 11, the switch blade 6 follows a corresponding movement of the rotary member 7 and is raised relative to the rails or rail tracks 1, 2 and 3, as in a comparative consideration of Fig. 3 and 4 recognizes. In this context, each provide inclined flanks 12 end of the switch blade 6, which engage in associated inclined edges 13 end of the rails or rail tracks 1, 2 and 3 that the switch blade 6 is released in this process from the rails 1, 2 and 3, because insofar as the corresponding inclined flanks 12, 13 open conically upwards. As a result, a small Höhenverstellweg H corresponding to the Fig. 4 out, so that the switch blade 6 can rotate about the rotation axis 9 together with the rotary member 7.

At the same time, the inclined flanks 12, 13 ensure that the switch blade 6 is centered after its adjustment between the rails or rail tracks 1, 2 and 3 connecting them. In addition, a respective end of the switch blade 6 provided at its lower flange and engaging in a corresponding recess 14 on the respective rail 1, 2 and 3 ensures locking pin Z for a secure fit and hold the switch blade 6 after their adjustment. In this position after Fig. 3 the switch blade 6 is also fixed by means of the height adjustment device or adjusting rod 10.

One recognizes in a comparative analysis of the Fig. 1 and 2 in that the switch tongue 6 is designed as a substantially dimensionally stable curved rail. Like the rail tracks 1, 2 and 3 or the rails 1, 2 and 3, the switch blade 6 is 1-shaped in cross section, wherein the associated lower flanges form a running surface for rollers of the carriages or wagons. To the lower flanges corresponding to each upper flanges, between which extends an I-shaped web and which are interconnected by means of this web.

For their adjustment, the switch blade 6 performs less than a half turn (less than 180 °), like the Fig. 2 suggests. Because there is the switch tongue 6 once pulled through and once shown in phantom in their respective end positions. It can be seen that the switch blade 6 sweeps half a turn minus an angle α between exit rails 2, 3. In this case, the switch tongue 6 connects in each case an entry rail 1 with one of the two exit rails 2, 3, first the entry rail 1 with the exit rail 2 (shown in solid) and after the Weichenverstellung the entry rail 1 with the exit rail 3 (dash-dotted lines shown).

When setting the course, an entry rail-side end 6a of the switch tongue 6 is rotated in the rail plane S about the axis of rotation 9 until the relevant entrance rail-side end 6a reaches the exit rail 3. Here, the rotary element 7 may move against a stop. In this process, an exit rail side end 6b of the switch blade 6 automatically comes into coincidence with the entry rail 1, as two corresponding rotation arrows in the Fig. 2 make clear. It can be seen that the switch blade 6 performs the half-turn already described, with an additional angle α between the slide rails 2, 3 being taken into account.

By the respective rotationally symmetrical arrangement of the entry rail 1 and the two exit rails 2, 3 compared to the axis of rotation 9 and the likewise rotationally symmetrical design of the switch blade 6 in comparison to the respective axis of rotation 9, this process succeeds collision free and in particular the switch blade 6 remains dimensionally stable. Since she is a bow rail is formed, no angled but soft transitions from the respective rails 1, 2 and 3 to the switch point 6 are to be expected, which ensure a total safe operation of the switch 4.

The axis of rotation 9 of the rotary element 7 coincides with the central axis 9 of the support frame 5. In fact, this central axis 9 of the support frame 5 extends through its center of gravity and at the same time constitutes a rotational symmetry axis for the support frame 5. The support frame 5 is hexagonal in plan view, with connecting struts 5 'extending from the central axis 9 to each of the six corners. As a result, a special stability of the support frame 5 is made available, which may be composed of a rectangular cross-section hollow profile struts.

In the Fig. 3 and 4 one recognizes still a driveway lock 15, 16 and 17, 18. The travel barrier 15, 16, 17 and 18 is provided at each end or soft side of the rail tracks or rails 1, 2 and 3 and ensures that when operated switch 4 and rotating switch blade 6 the associated rail 1, 2 and 3 is blocked. Only if the switch blade 6 their position after the Fig. 1 . 2 and 3 assumes, so is not adjusted and works, the driveway lock 15, 16, 17 and 18, the associated rail 1, 2, 3 free. The travel barrier 15, 16, 17, 18 operates automatically, in such a way that the operated switch 4 and the rotating switch blade 6, the travel barrier 15, 16, 17, 18 in its blocking position corresponding to the Fig. 4 transferred or the driving route lock 15, 16, 17, 18 automatically assume their blockage position when operated switch 4. Likewise automatically gives the travel barrier 15, 16, 17, 18, the rails 1, 2, 3 free as soon as the switch 4 is adjusted and their rest position after Fig. 3 occupies.
In detail, the travel barrier 15, 16, 17, 18 consists of a blocking leg 15 and a boom 16 and finally an actuating lug 17 together. The blocking leg 15 is rotatably mounted on a pin 18.

In blockage position of the drive way 15, 16, 17, 18 according to the Fig. 4 in the course of the adjustment of the switch 4, the blocking leg 15 engages in the track of the monorail conveyor. Because the running on the running surfaces of the lower flanges of the rails 1, 2, 3 guided rollers of the monorail conveyor are by the block in question 15 in position after Fig. 4 stopped.

When the switch blade 6 for adjusting the switch 4 from its position in Fig. 3 is raised and the position after Fig. 4 reached, the blocking legs 15 by its own weight in the blocking position corresponding to Fig. 4 transferred. Conversely, the interposed between the rails 1, 2, 3 after their adjustment and aligned by the corresponding inclined surfaces 12, 13 switch blade 6 ensures that - starting from the illustration Fig. 4 - The blocking leg 15 back to its rest position Fig. 3 is pivoted by means of the actuating lug 17, which acts on the boom 16 accordingly. In this case, the boom 16 engages a slot on the respective blocking leg 15.

In the context of the embodiment, the height adjustment device or adjusting rod 10 and the rotary member 7 are each operated manually. Of course, it is also within the scope of the invention to provide alternatively or additionally for a motor drive. Most of the time you will fall back on a pneumatic drive, because underground or in tunneling usually compressed air for the drive or another pneumatic medium is available.

Claims (12)

1. An overhead monorail, particularly a subsurface overhead monorail, with points (4) that are arranged on a support frame (5) and feature at least one points blade (6) that can be moved by means of an actuator (7) and selectively connects at least one arrival rail (1) to one of at least two departure rails (2, 3), characterized in that the actuator (7) of the points blade (6) is realized in the form of a rotary element (7) that rotates in the rail plane (S).
2. The overhead monorail according to Claim 1, characterized in that the rotary element (7) is realized in a rotating fashion and such that its height relative to the support frame (5) is variable.
3. The overhead monorail according to Claim 1 or 2, characterized in that the points blade (6) can be raised by means of the rotary element (7) in order to realize its rotation relative to the rails (1, 2, 3).
4. The overhead monorail according to one of Claims 1 to 3, characterized in that the points blade (6) is essentially realized in the form of a dimensionally stable arched rail.
5. The overhead monorail according to one of Claims 1 to 4, characterized in that the points blade (6) carries out one half rotation that takes into account the angle (α) between the departure rails (2, 3) during its adjustment.
6. The overhead monorail according to one of Claims 1 to 5, characterized in that the points blade (6) rotates about a central axis (9) of the support frame (5) during its adjustment in the rail plane (S).
7. The overhead monorail according to Claim 6, characterized in that the central axis (9) coincides with a rotational axis (9) of the rotary element (7).
8. The overhead monorail according to one of Claims 1 to 7, characterized in that the rotary element (7) is manually driven and/or motor-driven, for example, by means of cables (8).
9. The overhead monorail according to one of Claims 1 to 8, characterized in that the rotary element (7) features a connected height adjusting device (10).
10. The overhead monorail according to Claim 9, characterized in that the height adjusting device (10) is manually driven and/or motor-driven.
11. The overhead monorail according to one of Claims 1 to 10, characterized in that at least one travel way stop station (15, 16, 17, 18) is provided that blocks the corresponding rail (1, 2, 3) when the points (4) are actuated and otherwise releases said rail, wherein the travel way stop station (15, 16, 17, 18) can be respectively actuated automatically by the points blade (6).
12. The overhead monorail according to one of Claims 1 to 11, characterized in that the support frame (5) is realized, if viewed from the top, with a hexagonal shape and features connecting braces (5') that respectively extend from its central axis (9) to each corner in a stellate fashion.

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