EP2452909B1 - Schienenführungsvorrichtung für einen Treppenlift - Google Patents

Schienenführungsvorrichtung für einen Treppenlift Download PDF

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Publication number
EP2452909B1
EP2452909B1 EP20100190711 EP10190711A EP2452909B1 EP 2452909 B1 EP2452909 B1 EP 2452909B1 EP 20100190711 EP20100190711 EP 20100190711 EP 10190711 A EP10190711 A EP 10190711A EP 2452909 B1 EP2452909 B1 EP 2452909B1
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EP
European Patent Office
Prior art keywords
rail
drive
drive apparatus
wheel
load
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Not-in-force
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EP20100190711
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English (en)
French (fr)
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EP2452909A1 (de
Inventor
Bernd Johannhörster
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Micro-Motor AG
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Priority to EP20100190711 priority Critical patent/EP2452909B1/de
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    • 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
    • B66B9/06—Kinds or types of lifts in, or associated with, buildings or other structures inclined, e.g. serving blast furnaces
    • B66B9/08—Kinds or types of lifts in, or associated with, buildings or other structures inclined, e.g. serving blast furnaces associated with stairways, e.g. for transporting disabled persons
    • B66B9/0807—Driving mechanisms
    • 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
    • B66B9/06—Kinds or types of lifts in, or associated with, buildings or other structures inclined, e.g. serving blast furnaces
    • B66B9/08—Kinds or types of lifts in, or associated with, buildings or other structures inclined, e.g. serving blast furnaces associated with stairways, e.g. for transporting disabled persons
    • B66B9/0807—Driving mechanisms
    • B66B9/0815—Rack and pinion, friction rollers

Definitions

  • the present invention relates to the field of drive mechanisms and rail followers which are capable of load-bearing displacement along curved rails.
  • it relates to the field of drive apparatuses which are capable of travelling along rails having a three-dimensional curvature, such as are used, for example, in stair lifts
  • Stair lifts such as are installed for the use of people unable to climb stairs unaided, typically comprise one or more rails or tracks fixed, for example, to a vertical wall at the side of a pre-existing staircase.
  • the rails must be installed so that they do not significantly reduce the usability of the stairs for people climbing the stairs. It is therefore important that the rails are mounted close to one side of the staircase, and that they do not protrude significantly over the surface of the stair treads.
  • Single rail systems are generally preferred, since they are less costly and less intrusive to install. In this description, we use the example of a single-rail system.
  • propulsion is commonly by frictional or kinematic engagement with a part of the rail, usually a rack and pinion arrangement.
  • a longitudinal toothed track is commonly welded or otherwise fixed to the rail along its length, or at least along the length of the rail over which traction is required.
  • propulsion and drive should be understood to refer to a controlled application of a motive or resisting (braking) force to a load in the direction of travel along the rail.
  • the three functions of propulsion, guiding and support are commonly provided by a drive apparatus mounted on the rail or rails. Since the rail is mounted to the side of the stairs, but the load to be lifted (usually a person sitting on a seat) has a centre of gravity at or near the centreline of the stairs, the drive apparatus must be capable of supporting the rotational moment of the load about the longitudinal axis of the rail. How this is achieved depends on the sectional profile of the rail. For tubular rails having a circular cross-section, for example, a longitudinal guide track may be welded or otherwise fixed at a particular position on the cross-section of the tube. Alternatively, this guiding function may also be provided by a second rail, installed with a predetermined geometrical relationship to the first rail.
  • the two-rail solution has the disadvantage that its geometry is difficult to calculate and install.
  • the guide track and the propulsion track may be constructed as one.
  • the track may have a toothed surface for propulsion for engagement by a pinion, and a smooth running surface against which and along which load-bearing wheels can run, the load-bearing wheels and the running surface acting to prevent rotation of the drive apparatus about the longitudinal axis of the rail in the rotational direction of the moment of the load.
  • a second running surface and corresponding wheel(s) may also be provided for preventing rotation in the opposite rotational direction.
  • Staircases may include corners, curves or horizontal sections, as well as straight flights of steps.
  • a stair lift system should be capable of being installed in all such instances, with the rail following as closely as possible any bends or transitions in the geometry of the staircase. For this reason, it is highly advantageous for the drive apparatus to be able to travel around many different geometries of bend, including three-dimensional curves (ie curvature not in a single plane) and bends having a small radius of curvature.
  • the running gear of WO97/12830 also has a drive wheel with its axis of rotation in the plane of symmetry of the motion-mirroring mentioned above.
  • the running gear of WO97/12830 has the disadvantage that it is only efficient when the rail is curved in an appropriate way, with curvature obeying the same symmetry constraints as those of the running gear's guide wheels.
  • a further disadvantage of the running gear is that it comprises two sets of relatively complicated joint mechanisms: a first joint mechanism to link the two sets of guide wheels in the symmetrically-constrained fashion, and a second joint mechanism for mounting the load to the running gear and for holding the drive wheel in its correct orientation with its axis of rotation in the plane of symmetry. Both joint mechanisms must be robustly constructed in order to bear the forces arising from the weight of the load being transported, and the forces resulting from propulsion or braking.
  • each of two follower assemblies is implemented with a spherical outer surface which can each rotate independently of each other with three degrees of freedom within corresponding spherical bearings mounted in a rigid frame.
  • the centres of rotation for all three degrees of freedom are at the centre of the sphere of the spherical bearings, which also coincides with the central axis of the tubular rail.
  • the running gear of EP1449801 has a drive wheel mounted, as with the running gear of WO97/12830 , centrally between the two follower assemblies.
  • each follower comprises a drive wheel, a load-bearing wheel and a set of guide wheels.
  • the load bearing wheel is positioned so that it runs along a guide profile which is in effect one side surface of the toothed track welded to the underside of the rail. Almost all of the static weight of the load being transported is transferred, as a rotational moment, by the load bearing wheel to the lateral surface of the track.
  • each follower can be driven along the rail by its drive wheel, while the only forces experienced by the guide wheels are the forces due to a component of the weight of the load, and the tractive force of the driving wheel. The magnitude and direction of these forces will be dependent on the particular angle of tilt of the rail at the point being travelled by the follower.
  • the spherical body of the follower will be required to rotate in its spherical bearing surfaces. This rotation is forced by the combined forces of the traction of the drive wheel on one hand, and the force exerted by the surface of the rail on one or two of the leading guide wheels. Because the rollers and the traction point of the drive wheel are offset from all the rotational axes of the spherical follower body, the forces result in a rotation of the spherical body within the spherical bearing.
  • the surfaces of the spherical bearing must have very low friction.
  • the weight of the load is constantly exerting a rotational force on both bearing plates around the rail's axis, and this persistent lateral force on the bearing geometry acts to increase the friction at both bearing interfaces.
  • the separation distance between the force vectors which must induce rotation of the spherical body ie the forces on the drive wheel and the guide wheel or wheels
  • the separation distances of the opposing force vectors of the spherical bearing surfaces which act at a tangent to the surface of the spherical follower body).
  • the guide wheels of W02007/046690 must be placed relatively far apart in order to produce enough rotational moment to turn the spherical follower body in its bearings. This far-apart spacing of the guide wheels significantly increases the minimum rail curvature which the followers can negotiate.
  • EP0143737 describes a rail-follower assembly which comprises two followers, each having a drive (or braking) wheel engaged with the toothed track on the underside of the rail.
  • the followers are each gimballed around two axes which are perpendicular to the longitudinal axis of the rail and to each other.
  • the two followers, each with their individual pair of orthogonal degrees of freedom, are mounted on a common base plate. It is claimed in EP0143737 that this geometry allows the follower assembly to follow the rail through bends whose curvature has both a horizontal as well as a vertical component. However, the described arrangement of rotation axes in this geometry still imposes significant constraints on the types of curvature which can be negotiated.
  • United States patent application US20100101894 describes a system similar in operation to that of EP0143737 .
  • Two rail followers, each with two orthogonal degrees of freedom, are mounted on a common base.
  • the required additional degree of freedom is provided by providing a hinge in the upper part of the yoke of each follower.
  • the hinges allow the upper part of the follower yokes to be distorted open slightly if they encounter a rail geometry for which the articulations are otherwise inadequate.
  • This design requires a relatively complex balanced springing arrangement in order to ensure adequate grip on the rail while allowing the yokes to distort sufficiently in awkward bends.
  • the object of the present invention is to overcome some of the above and other disadvantages of the prior art.
  • it aims to provide a rail follower arrangement which is simpler, which is easier to construct than the prior art followers, which offers less resistance when negotiating curves in the rail, and which is capable of negotiating curves of significantly smaller radius.
  • the invention envisages a drive apparatus for propelling a load, in particular the chair or platform of a stair-lift, along a curved rail by driven engagement with a traction part of the rail, the traction part being hereafter referred to as the track
  • the drive apparatus comprising: a first rail follower assembly and a second rail follower assembly mechanically connected to each other by a linkage such that the first and second rail follower assemblies travel together along the rail, one behind the other, a load mount arrangement for supporting the load on the drive apparatus during its travel along the rail, the first rail follower assembly being connected to the linkage by a first articulation joint having at least first and second rotational degrees of freedom about first and second rotation axes respectively, the second rail follower assembly being connected to the linkage by a second articulation joint having at least third and fourth rotational degrees of freedom about third and fourth rotation axes respectively, the first rail follower assembly comprising a first drive-wheel for driven engagement with the track, the first drive-wheel being
  • the rotation moments which are required in order to provide angular guidance of the first follower so that it remains at a constant attitude with respect to the rail become greatly reduced.
  • the turning moments required to keep the followers aligned with the rail are reduced to a minimum. This reduction in the required forces means that the follower can be made smaller and simpler.
  • the guiding elements usually pairs of rollers or wheels, which act to keep the follower in line with the rail, can also be placed closer together, since they are no longer required to generate large steering moments. By using rollers which are closer together, it is possible to guide the follower around tighter curves in the rail.
  • the second rail follower assembly comprises a second drive-wheel for driven engagement with the track, the second drive-wheel being rotatable about a second drive-wheel axis and engagable with the track in a second traction engagement zone, whereby the third and fourth rotation axes each pass through or close to the second traction engagement zone.
  • the follower construction can be reduced and simplified, and the guide rollers positioned closer together.
  • the first rotation axis is implemented as a first swivel joint substantially parallel to the first drive-wheel axis
  • the second rotation axis is implemented as a second swivel joint substantially orthogonal to the first rotation axis
  • the linkage comprises a fifth rotation axis implemented as a third swivel joint substantially orthogonal to the first rotation axis and to the second rotation axis.
  • the fifth rotation axis passes through or close to the first traction engagement zone and/or the first rotation axis.
  • the torque required to rotate the first follower with respect to the second can be greatly reduced compared with the prior art systems.
  • the rotation axes of the first and second articulation joints are arranged such that the fifth rotation axis, and thereby the third swivel joint, remain substantially parallel to a tangent of the longitudinal axis of the rail at a point between the first and second rail follower assemblies during travel of the drive apparatus along the rail.
  • the load is mounted on the linkage and/or on one or both of said first and second articulation joints.
  • the linkage such that an element of one of the articulation joints, for example, remains at a constant attitude to the rail axis.
  • the first articulation joint comprises a first joint element rotatable on the first drive-wheel axis, a second joint element connected to the first joint element by means of the second swivel joint, the second joint element also being connected to the second articulation joint by means of the third swivel joint.
  • the drive-wheel axis is in many cases sufficiently close to the traction engagement zone to achieve the moment-reducing effect described earlier, and one can further reduce the complexity of the design by using the existing drive-wheel axis as the rotational bearing for the first rotational axis.
  • the load is mounted on the second joint element.
  • This element can be arranged to remain at a constant attitude to the rail (eg it remains vertical), with the result that, if the load is mounted to the second element, only a simple rotational correction must be performed between the load and the second element to keep the load level as it travels up the stairs.
  • the first rail follower assembly comprises a first guide frame having first guide means for maintaining the first drive-wheel in aligned engagement with the track.
  • the first guide means comprise a pair of load bearing wheels for running against a longitudinal guide surface of the rail adjacent to the track.
  • the construction of the first follower is further simplified.
  • the two wheels act as a strong force for keeping the follower aligned relative to the guide surface. Having such a strong force means that the two load-bearing wheels can be positioned closer together, and thereby negotiate curves having a smaller radius.
  • the first rail follower assembly comprises motor means for driving the first drive-wheel, the motor means being mounted on the first guide frame.
  • the second rail follower assembly comprises second guide frame having second guide means for maintaining the second drive-wheel in aligned engagement with the track.
  • the second rail follower assembly comprises motor means for driving the second drive-wheel, the motor means being mounted on the second guide frame.
  • the load is supported on the rail, via the first and/or second articulation joints, by the first and/or second guide frames, the rail comprises a longitudinal load-bearing surface, adjacent to the track or formed as part of the track, for resisting rotation of the first and/or second guide frames about the longitudinal axis of the rail.
  • the load is supported on the second joint element, and wherein the load-bearing surface and the first, second, third, fourth and fifth axes are arranged such that the second joint element, and thereby the load maintains a constant attitude at a tangent of the longitudinal axis of the rail during the travel.
  • Figure 1 shows an example of a drive apparatus according to the invention.
  • the drive apparatus consists of two rail follower assemblies 1 and 2,connected by a linkage 6.
  • the followers 1 and 2 are supported on a tubular rail 3 having a longitudinal axis 5.
  • On the underside of the rail (in this example) is attached a toothed track 4.
  • the follower 2 comprises a frame 21 with guide rollers 24 and 29.
  • a pair of further guide rollers 26, 27, which are not visible in figure 1 run along guide surface 7, which is arranged along the side of the track 4.
  • follower 2 also comprises a drive wheel 23, which rotates about drive wheel axis 31, and motor mount plate 22, which is rigidly connected to the frame 21 and which supports the axis 31 so that the drive wheel 23 can rotate relative to the motor mount 22 and the frame 21.
  • the follower 1 is shown as being the same, or rather a mirror image, of the follower 2, with labelled with corresponding reference numbers.
  • Linkage 6 of the example drive apparatus consists of two joint assemblies, each with two rotational degrees of freedom, linked by a swivel bearing 52, which gives the linkage 6 a further rotational degree of freedom.
  • the first swivel joint assembly which connects the frame 21 of first follower 2 to the linkage swivel joint 51, comprises two orthogonal swivel bearings. The first of these is formed by joint element 34, which is rotatable around the drive wheel axis 31, and the second is formed by element 35 rotating around axis 32, orthogonal to axis 31.
  • the apparatus shown in figure 1 is just one of many possible configurations of joint elements which could achieve the aim of the invention, namely to arrange the rotation axes 31, 32 and 50 of the first follower (2) as close as possible to the region where the drive-wheel engages with the track 4.
  • the frame 21 of the first follower 2 has two functions: firstly it keeps the drive wheel 23 correctly aligned to the track, and secondly it supports at least part of the load on the guide surface 7 of the rail 3.
  • the load can be supported on joint element 35, for example.
  • the weight of the load is therefore supported on the rail 3 mainly via axis 31 and frame 21.
  • Guide wheels 29 support the vertical weight of the load, while load-bearing wheels 26 (not shown in figure 1 ) support the rotational moment of the load against guide surface 7.
  • Guide wheel 24 holds the frame in position on the rail.
  • both pairs of guide wheels 29 and 26, 27 of the first follower 2 are both held against their respective guiding surfaces by the significant force of the weight of the load, both these pairs of wheels exert a strong guiding moment on the frame.
  • These guiding moments act around the rotational axes 31 and 32 respectively, and are effectively opposed by the tractive moment of the driving wheel 23 pushing the follower along the curved rail 3.
  • the axes of rotation 31, 32 lie close to the traction zone 52, the moment of this opposing force is small, and particularly small compared with the guiding moments described above.
  • the first joint assembly 33, 34, 35 is implemented as discrete bearings to give the required degrees of freedom.
  • other types of joint could be used, such as a ball-and-socket joint, or a ball and socket joint of which only one degree of freedom has been disabled.
  • the first follower 2 has been described in some detail, and it will be understood that the second follower 1 may be of the same design as the first follower 2.
  • the first follower can be arranged as shown in figure 1 , linked to a simpler second follower by the linkage 6. If most of the weight of the load is supported on joint element 35, then the second follower is not required to bear so much weight and can be of significantly simpler construction.
  • Figure 2 shows in more detail the pair of load-bearing rollers 26, 27 referred to above.
  • the view is a perspective view from the underside of the rail.
  • the wheels 26, 27 are shown bearing against the side face of the toothed track 4, although it would often be preferable for the track to be protected by a guide surface 7 as indicated in figure 1 .
  • a further guide wheel 28 is also shown with dotted lines in figure 2 .
  • Wheel 28 can be used to provide extra guidance for the frame 21 and to ensure the safety of the drive apparatus by preventing the follower from rotating in the other direction around the rail axis 5
  • the track 4 is shown on the underside of a tubular rail 3, but it will be appreciated that the track 4 could be at any point on the surface of the rail 3. Similarly, it should be understood that the rail 3 need not be tubular, and could be of any cross-section around which the frame 21 would fit.
  • FIG 3 shows a schematic sectional view of a follower like those illustrated in figures 1 and 2 .
  • figure 3 shows how the first and second rotation axes lie very close to the traction engagement zone of the drive wheel.
  • Swivel bearing part 33 has an axis of rotation which passes through the drive wheel 23 and through the engagement zone between the drive wheel 23 and the track 4.
  • the other axis of rotation is formed by the element 34, which is free to rotate about the drive wheel axis 31. This axis does not pass directly through the traction engagement zone (which is where, in the case of a toothed engagement, the teeth of the drive wheel 23 mesh with the teeth of the track 4).
  • Motor unit 47 with gearing, is also shown in figure 3 , mounted on the rail follower frame 21.
  • the load mount 46 is also shown.
  • Figure 4 shows a schematic elevation view which indicates the arrangement in a vertical plane of the upper guide rollers 29, the drive wheel 23 and the rail 3 and the track 4.
  • the distance from the guide wheels to the traction engagement zone is much larger than the distance from the rotational axis 31 to the traction engagement zone. This illustrates how the turning moment exerted by one of the guide wheels 29 will exceed the opposing turning moment of the drive wheel 23.
  • Figure 5 shows a schematic plan view which indicates the relative positions of the two load-bearing wheels 26, 27 and the drive wheel 23. Because the axis 31 runs through the drive wheel 23, the small distance between the guide wheels 26 and 27, and the traction engagement zone, can exert a virtually unopposed rotational moment on the guide frame 21 about axis 32 as the drive apparatus travels along the rail 3.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Types And Forms Of Lifts (AREA)

Claims (15)

  1. Antriebsvorrichtung zum Antreiben einer Last, insbesondere den Stuhl oder die Plattform eines Treppenlifts, entlang einer gebogenen Schiene (3) durch Antriebseingriff mit einem Zugbahnabschnitt (4) der Schiene (3), der Zugbahnabschnitt (4) wird nachfolgend als Bahn bezeichnet,
    wobei die Antriebsvorrichtung aufweist:
    eine erste Schienenführungsanordnung (2) und eine zweite Schienenführungsanordnung, die mechanisch miteinander durch eine Verbindung (6) derart verbunden sind, dass die erste (2) und zweite (1) Schienenführungsanordnung sich gemeinsam, eine nach der anderen, entlang der Schiene (3) bewegen,
    eine Lasthalteeinrichtung zum Tragen der Last auf der Antriebsvorrichtung während sich diese entlang der Schiene (3) bewegt,
    wobei die erste Schienenführungsanordnung (2) mit der Verbindung (6) durch ein erstes Scharniergelenk (33, 34, 35) verbunden ist, das wenigstens einen ersten und einen zweiten Rotationsfreiheitsgrad in Bezug auf eine erste und eine zweite Rotationsachse (31, 32) hat,
    die zweite Schienenführungsanordnung (1) mit der Verbindung (6) durch ein zweites Scharniergelenk (43, 44, 45) verbunden ist, das wenigstens einen dritten und einen vierten Rotationsfreiheitsgrad in Bezug auf eine dritte und eine vierte Rotationsachse (41, 42) hat,
    die erste Schienenführungsanordnung (2) ein erstes Antriebsrad (23) zum Antriebseingriff mit der Bahn (4) aufweist, wobei das erste Antriebsrad (23) um eine erste Antriebsradachse (31) drehbar und in einem ersten Zugeingriffsbereich (52) mit der Bahn verbindbar weist,
    das erste Scharniergelenk (33, 34, 35) ist derart angeordnet, dass sowohl die erste als auch die zweite Rotationsachse (31, 32) durch den Zugeingriffsbereich (52) verlaufen, oder derart, dass sowohl die erste als auch die zweite Rotationsachse (31, 32) in einem Abstand zu dem Zugeingriffsbereich (52) verlaufen, der nicht grösser ist als ein Durchmesser des ersten Antriebsrades,
    dadurch gekennzeichnet, dass
    die Verbindung (6) eine fünfte Rotationsachse (50) aufweist, die es ermöglicht, dass die erste Folgeranordnung (2) und die zweite Folgeranordnung (1) sich relativ zu einander um die longitudinale Achse (5) der Schiene (3) drehen.
  2. Antriebsvorrichtung nach Anspruch 1, wobei die zweite Schienenführungsanordnung (1) ein zweites Antriebsrad (13) zum Antriebseingriff mit der Bahn (4) aufweist, wobei das zweite Antriebsrad um eine zweite Antriebsradachse (41) drehbar und mit der Bahn (4) in einem zweiten Zugeingriffsbereich (53) verbindbar ist,
    wobei die dritte und die vierte Rotationsachse (41, 42) jeweils durch den oder nahe bei dem zweiten Zugeingriffsbereich (53) verlaufen.
  3. Antriebsvorrichtung nach Anspruch 1 oder 2, wobei
    die erste Rotationsachse (31) als ein erstes Schwenkgelenk (25, 34) ausgebildet ist, das im Wesentlichen parallel zur ersten Antriebsradachse (31) ist,
    die zweite Rotationsachse (32) als zweites Schwenkgelenk (33, 34) ausgebildet ist, das im Wesentlichen orthogonal zur ersten Rotationsachse (31) ist, und
    die Verbindung (6) eine fünfte Rotationsachse (50) aufweist, die als ein drittes Schwenkgelenk (51, 35, 45) ausgebildet ist, das im Wesentlichen orthogonal zur ersten Rotationsachse (31) und zur zweiten Rotationsachse (32) ist.
  4. Antriebsvorrichtung nach Anspruch 3, wobei die fünfte Rotationsachse (50) durch den oder nahe bei dem ersten Zugeingriffsbereich (52) und/oder die erste Rotationsachse (31) verläuft.
  5. Antriebsvorrichtung nach einem der Ansprüche 3 und 4, wobei die Rotationsachsen (31, 32, 41, 42, 50) des ersten und zweiten Scharniergelenks derart angeordnet sind, dass die fünfte Rotationsachse (50), und somit das dritte Schwenkgelenk (51, 35, 45), im Wesentlichen parallel zu einer Tangente der longitudinalen Achse (5) der Schiene (3) an einem Punkt zwischen der ersten und der zweiten Schienenführungsanordnung (2, 1) verläuft, während sich die Antriebsvorrichtung entlang der Schiene (3) bewegt.
  6. Antriebsvorrichtung nach einem der vorhergehenden Ansprüche, wobei die Last auf der Verbindung (6) und/oder auf einem oder beiden von erstem und zweitem Scharniergelenk angeordnet ist.
  7. Antriebsvorrichtung nach einem der Ansprüche 2 bis 6, wobei das erste Scharniergelenk (33, 34, 35) ein erstes, auf der ersten Antriebsradachse (31) drehbares Gelenkelement (34) und ein zweites, mit dem ersten Gelenkelement (34) mittels des zweiten Schwenkgelenks (33) verbundenes Gelenkelement (35) aufweist, wobei das zweite Gelenkelement (35) ebenfalls mit dem zweiten Scharniergelenk (44, 45) mittels des dritten Schwenkgelenks (51) verbunden ist.
  8. Antriebsvorrichtung nach Anspruch 7, wobei die Last auf dem zweiten Gelenkelement (35) angeordnet ist.
  9. Antriebsvorrichtung nach einem der vorhergehenden Ansprüche, wobei die erste Schienenführungsanordnung (2) einen ersten Führungsrahmen (21) mit ersten Führungsmittel (26, 27, 28) aufweist, um das erste Antriebsrad (23) in einem zur Bahn (4) ausgerichteten Eingriff zu halten.
  10. Antriebsvorrichtung nach Anspruch 9, wobei das erste Führungsmittel (26, 27, 28) ein Paar von Lastlagerrädern (26, 27) aufweist, das entlang einer longitudinalen Führungsfläche (7) der Schiene (3) angrenzend an die Bahn (4) verläuft.
  11. Antriebsvorrichtung nach Anspruch 9 oder 10, wobei die erste Schienenführungsanordnung (2) ein Motormittel (47) zum Antrieb des ersten Antriebsrads (23) aufweist, wobei das Motormittel (47) auf dem ersten Führungsrahmen (21) angebracht ist.
  12. Antriebsvorrichtung nach einem der Ansprüche 2 bis 11, wobei die zweite Schienenführungsanordnung (1) einen zweiten Führungsrahmen (11) mit zweiten Führungsmitteln (16, 17, 18) aufweist, um das zweite Antriebsrad (43) in einem zur Bahn ausgerichteten Eingriff zu halten.
  13. Antriebsvorrichtung nach Anspruch 12, wobei die zweite Schienenführungsanordnung (1) ein Motormittel zum Antrieb des zweiten Antriebsrads (43) aufweist, wobei das Motormittel auf dem zweiten Führungsrahmen (11) angebracht ist.
  14. Antriebsvorrichtung nach Anspruch 13, wobei die Last (46) auf der Schiene (3) durch den ersten und/oder zweiten Führungsrahmen (21, 11) über das erste und/oder zweite Scharniergelenk gehalten wird,
    die Schiene (3) eine longitudinale Lastlagerfläche (7) aufweist, die an die Bahn (4) angrenzt oder als Teil der Bahn (4) ausgebildet ist, um einer Rotation des ersten und/oder zweiten Führungsrahmens (21, 11) um die longitudinale Achse (5) der Schiene (3) entgegen zu wirken.
  15. Antriebsvorrichtung nach einem der Ansprüche 7 bis 14, wobei die Last (46) auf dem zweiten Gelenkelement (35) gehalten ist, und wobei die Lastlagerfläche (7) und die erste (31), zweite (32), dritte (41), vierte (42) und fünfte (50) Achse derart angeordnet sind, dass das zweite Gelenkelement (35) und damit die Last (46) eine konstante Lage an einer Tangente der longitudinalen Achse (5) der Schiene (3) während der Bewegung beibehält.
EP20100190711 2010-11-10 2010-11-10 Schienenführungsvorrichtung für einen Treppenlift Not-in-force EP2452909B1 (de)

Priority Applications (1)

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EP20100190711 EP2452909B1 (de) 2010-11-10 2010-11-10 Schienenführungsvorrichtung für einen Treppenlift

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20100190711 EP2452909B1 (de) 2010-11-10 2010-11-10 Schienenführungsvorrichtung für einen Treppenlift

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EP2452909A1 EP2452909A1 (de) 2012-05-16
EP2452909B1 true EP2452909B1 (de) 2013-09-25

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EP20100190711 Not-in-force EP2452909B1 (de) 2010-11-10 2010-11-10 Schienenführungsvorrichtung für einen Treppenlift

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2013085B1 (en) * 2014-06-27 2016-07-11 Handicare Stairlifts B V Stairlift.
NL2013754B1 (en) * 2014-11-07 2016-10-06 Handicare Stairlifts B V Stairlift.
CN109941866A (zh) * 2019-04-29 2019-06-28 中国长城葡萄酒有限公司 一种楼梯扶手用搬运车及楼梯扶手设备
CN114194975A (zh) * 2020-09-17 2022-03-18 湖北职业技术学院 一种链条拨齿爬楼梯扶手装置

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3334476A1 (de) * 1983-09-21 1985-04-11 César Arth Rigert Foerdersystem zur ueberwindung von hoehenunterschieden
NL1001327C2 (nl) 1995-10-02 1997-04-03 Thyssen De Reus Bv Loopwerk voor een aandrijfinrichting voor een railgeleide verplaatsingsinrichting.
EP1236671A1 (de) * 2001-03-01 2002-09-04 BC Lift A/S Antriebsmechanismus für Treppenaufzug
NL1022760C2 (nl) 2003-02-22 2004-08-24 Ooms Otto Bv Inrichting voor het van een eerste naar een tweede niveau transporteren van een last, in het bijzonder traplift.
NL1030131C2 (nl) 2005-10-06 2007-04-10 Free Lift B V Hellinglifteenheid, alsmede hellinglift.
GB0620861D0 (en) * 2006-10-20 2006-11-29 Stannah Stairlifts Ltd Improvements in or relating to stairlifts

Also Published As

Publication number Publication date
EP2452909A1 (de) 2012-05-16

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