EP2483121B1 - Transport system having positive drive - Google Patents

Description

TECHNICAL AREA

The present invention relates to a transport system, in particular a non-public area rail-bound passenger transport system, comprising: a vehicle; a travel route with guide means along which the vehicle is movably arranged; and a drive system for a positive drive for driving the vehicle along the route, wherein the drive system comprises at least one at least partially along the route extending first engagement element and a vehicle connected to the drivable second engagement element (see, eg DE 25 52 544 A1 , according to the generic term).

STATE OF THE ART

Transport vehicles with positive drives are known, for example as rack railways or in mining. Form-locking drives have the advantage over frictional drives, that the efficiency can be improved because a sliding of the drive wheel is excluded on the drive rail in a positive connection. In addition, larger moments and thus larger accelerations from the drive to the vehicle are transferable.

These drives have already been proposed for use in amusement rides. However, there is the problem that the rack / rack limit the possibilities in the realization of certain routes. Since amusement vehicles are intended to generate mainly driving pleasure for the users by driving through spectacular driving figures, in many cases a complicated routing with more or less steep climbs (eg Camelback), curves, turns (eg screw), but also Combinations thereof (eg Corkscrew)) can be realized. However, since the racks, as well as the guide elements (rails), not arbitrarily bendable and are twistable, the possibilities of route design are limited. As the rack is usually mounted in addition to the rails, for example between a double track, integration of such a roller coaster into an existing landscape or environment is difficult. Passengers always see the rails and the gearing on a two-track railway, so they can easily anticipate the route. This can partially reduce the tension on the ride.

Such a limitation is in the document DE 17 55 927 present, since it is in this embodiment of a form-locking drive to a monorail, with a non-rotatably mounted on a drive shaft and rollable on a drive rail friction roller is. Through the use of drive rails, the rails can not be arbitrarily bendable and twistable, since the integration of a monorail in the landscape brings a difficulty, as well as in the route.

In addition, there is the fundamental problem of high wear and high noise in form-locking drives. This results in higher energy requirements and can lead to a reduction in the quality of the ride in the passenger transport, such as from the document AT 413 091 It is known in which a plurality of carriages in the form of track-bound wheeled vehicles, which run over a sloping railing as self-propelled two-lane stomping vehicles, with a positive drive, wherein at least one driven gear of the carriage engages in a mounted between the two supporting elements of the roadway drive train.

An embodiment of a positive drive is from the CH 625 169 A5 known, in which, the carriage consists of a trailer, which has a device with a rack for the drive. The teeth of the rack gear are connected to the rollers for a toothing with the rail. However, this embodiment of a form-locking drive is not mounted between a double rail track, but only on a rail. Also in this embodiment is a greater wear, as well as a lower security available.

In the publication US 4,353,308 it is also a single-track rail track, the car runs on the rail and has a rack railway, which is set so that the wheel flange engages in the holes.

In the above publication DE 25 52 544 A1 For example, a monorail gear track is formed such that sliding friction can no longer occur between the trunnions of the rack drive gear and the toothed profiled sheet steel strip, as well as avoiding interfering surface pressures.This embodiment of a monorail gear train does not have any cylinders forming a type of rack and pinion.

OBJECT OF THE INVENTION

Based on this, the object of the present invention is to propose a transport system with a positive drive system, which is improved in terms of wear, smoothness and efficiency over conventional positively driven transport systems.

TECHNICAL SOLUTION

This object is achieved by a transport system according to claim 1. Advantageous features and preferred embodiments will be apparent from the dependent claims. An inventive transport system comprises: a vehicle; a travel route with guide means along which the vehicle is movably arranged; and a drive system for a positive drive for driving the vehicle along the route, wherein the drive system comprises at least one at least partially along the route extending first engagement element and a vehicle connected to the drivable second engagement element. The second engagement element has spaced-apart cylinders, wherein the cylinders, in particular rollers, are formed of a material with lower wear resistance than a counter-toothing.

The claimed transport system can be used in a variety of applications, such as rides, in the alpine area, generally for passenger transport, in the indoor area, etc .. Particularly suitable is the use in applications where a vehicle has to overcome height differences.

The first engagement element is understood to be the elongate element arranged on the travel path, which has engagement means for engagement of the complementary second engagement element arranged on the vehicle. The second engagement element is typically an element or pinion formed with a circular circumference and a toothing along the circumference. The first engagement element may be formed, for example, as a rack or chain, in particular leaf chain. The second engagement element is usually formed on the circumference of the drive wheel, for example a drive pulley.

At least the second engagement element (but preferably also the first engagement element) has cylinders arranged adjacent to one another, that is to say a type of drive train toothing. In the context of the invention, inter alia, both rack and pinions and crown gears are included. The crown wheel is a kind of the drive train toothing. The tread of crown or crown gears is formed on the wheel surface, unlike spur gears in which the tread is formed on the front side. It is also possible to use a rack-and-pinion comb wheel in the context of the invention.

For all versions with gear elements with cylinders arranged adjacent to one another, the term "drive train toothing" is sometimes used interchangeably below. Incidentally, cylinder should not be understood as a restriction to a round cross-section of the engagement means. Other useful in the context of the invention cross sections of the cylinders corresponding engagement means should be included in the term or at least regarded as equivalents.

The cylinders arranged adjacent to one another form the toothing of one of the two engagement elements. The counter-toothing may be a pinion or a rack. Preferably, the counter-toothing is a along the route arranged element with the cylinders facing the teeth.

The drive of the vehicle is thus a form-locking drive in which at least one of the engagement elements comprises cylinders. Through the use of a positive drive, the desired flexibility and pitch tolerance can be achieved. Both during drive and during braking ("guided braking"), the positive engagement ensures that no losses occur as a result of the drive sliding.

In one embodiment of the invention, the toothing may be provided in the form of chain pins or in the form of a chain (eg as a sprocket or as a chain arranged along the track). Any chain, especially steel link chains, which can be used as drive chains for transmitting torques can be used in the invention. Examples are bushing, roller, flyer, bow or bolt chains. The term chain is to be understood in the context of the invention, a toothed belt, which can be used in the transport system of the invention as a rack together with a toothed belt as a pinion. Timing belts have teeth made of plastic, which correspond to the chain links with tooth profile shape.

The vehicle is arranged in the transport system according to the invention, for example, above the guide device (from the perspective of a purpose as recorded in the vehicle passenger). The center of gravity of the loaded or unloaded vehicle is always above, albeit as close as possible to the first and / or second guide element. Thus, a seat arrangement may be provided in which at least one of the rails (first and / or second guide element) is arranged between the legs of a passenger, or at least one of the rails (first and / or second guide element) is arranged between two seats arranged side by side.

The guide device may have one or at least two guide elements. The guide elements may be arranged side by side to form a two-lane route. Preferably, however, in the context of the invention, a one-lane route for single-track vehicles ("monorail") is provided. One, preferably two or more guide elements are arranged in a single-lane track below one another below the vehicle. In particular, instead of a guide plate used in conventional monorail webs, a second tube may be used, which is either directly mounted on the other support tube or spaced by means of transverse struts, but rigidly connected thereto, to prevent lateral tilting of the vehicle (relative to a vehicle) to prevent the plane spanned by the guide elements). In particular, the tubes can be vertically offset from each other.

The first engagement element is preferably arranged at least on the guide element or one of the guide elements.

The drive system may comprise at least one spring damping system which is arranged between the first and the second guide element or between the drive motor and the drive wheel.

According to the invention, the cylinders each have at least one rotatable element for rolling or rolling the cylinders against the counter-toothing. By this training occurs no sliding friction, but only rolling friction when rolling the cylinder in the concave engagement recesses of the counter teeth. This reduces wear, noise and energy consumption.

In particular, the rotatable elements have at least one rolling bearing. Under rolling bearings are (in contrast to plain bearings) understood all bearings in which the mutually movable components abut not by sliding contacts, but by rolling contacts together, such. B. ball or needle roller bearings. The two mutually movable components may be an inner ring and an outer ring, which are separated by rolling bodies. The friction and thus the power loss and wear are low. Between the inner ring, the outer ring and the rolling element occurs mainly rolling friction. Therefore, with this type of toothing, a system is provided in which the cylinders roll on the tooth flank during the entire procedure.

In particular, the cylinders each have at least one bolt or a sleeve and a roller which comprises the bolt or the sleeve, wherein the roller is rotatably arranged on the bolt or on the sleeve. The roller rolls off during engagement with the counter toothing. By providing a rolling bearing, sliding friction is avoided.

The cylinders may preferably comprise a spring damping element which is arranged between the zueinender movably arranged components of the cylinder. The damping element may be formed as a buffer made of elastomer.

The cylinders may, in another embodiment of the invention, comprise at least one axle and a roller integral with the shaft, the axle being rotatably mounted on the first engagement element or the second engagement element by means of a bearing.

In particular, in this arrangement, the cylinders can have a spring damping element which is arranged between the axle and the roller. The spring damping element may be formed of an elastic material (elastomer, spring steel). The spring damping element, for example, additionally perform a damping function, for. B. be formed in the form of a rubber insert.

Due to the spring damping element, the cylinders are damped and sprung mounted. As a result, not only a damping against shocks, etc. is achieved, but also accomplished the most accurate rolling of the rollers on the counter-toothing. The suspension also provides a flexible adjustment of the alignment of the cylinder to the counter surface, so that always a line contact is realized. This in turn improves the running properties of the gearing, and is thus fault-tolerant in pitch and tooth direction errors as well as in Achsabstands- and Achsneigungsfehlern. Preferably, the mutually movable components are directly decoupled by the interposition of the damping between the mutually movable components, ie before the camp (seen from the engagement line).

Due to the choice of material, the predominant wear during operation takes place on these elements. In the formation of the toothing on the drive gear, the toothing is thus the "wear part", while the counter toothing arranged along the track can be used practically without wear. The material of the contact surfaces of the wear parts is softer than that of the mating contact surface. In this way, it can be controlled which of the teeth should be subject to which wear.

The cylinders, in particular rollers, may be formed, for example, from plastic. In any case, the contact surfaces of the rollers with the counter teeth can be made of plastic to prevent rapid wear of the counter teeth.

The counter-toothing for engagement of the cylinder may preferably be formed as a non-involute toothing. Overall, external engagement is required for mutual engagement with the drive wheel. This can be provided by a rack, but also by a chain.

Preferably, the counter-toothing is formed as a cycloidal toothing or approximately as a cycloidal toothing. The contour of the toothing is adapted to the rolling of the cylinder. The optimum contour can be calculated mathematically and corresponds (in contrast to conventional involute toothing) approximately to a cycloid toothing.

The counter-toothing for engagement of the cylinders may comprise a toothed rack extending at least in sections along the travel path, the teeth of which engage between chain links / rollers of a chain of the second engagement element. This is a simple and inexpensive solution.

In another embodiment, the counter toothing for engagement of the cylinders may comprise a chain extending at least in sections along the travel path, in particular a leaf chain formed as a toothed chain. In the direction of travel, for example, a chain which is part of the first engagement element has relatively little play. This applies analogously to a chain which is part of the second engagement element which is arranged on the circumference of a wheel, a drive wheel, a disk, etc., i. it has little play in the circumferential direction.

The guide device can be designed as a single lane for targeted guidance of the carriage along the route. As a result, the problem is solved to create a transport system that can be integrated into the landscape and, with pleasure vehicles, to increase the driving pleasure, since the routing can be less easily anticipated.

Furthermore, the guide elements of the guide device can be tubular. Tubular guideways have the advantage that they can easily be bent three-dimensionally to allow for routing with bends in different directions, eg, curves, climbs, turns, and combinations thereof. Instead of the tubes, pipe-like or solid rails can also be used within the scope of the invention, insofar as this makes sense from the dimensions (eg with a second guide element with a small diameter or smaller dimensions). In addition, the term "pipe" is not limited to tubes of circular cross-section, but includes tubes with all possible cross-sections, z. B. oval cross sections "rectangular cross sections, irregular cross sections, etc.

One of the engagement elements may comprise a chain extending at least in sections along the engagement element, which has external teeth for engagement between the cylinders of the respective other engagement element, the chain being designed as a spatially twistable chain.

The first engagement element is along the guide element, e.g. a pipe or one of several tubes arranged. The engagement element can be easily adapted to the three-dimensional structure of the route. The chain or chain links may be (partially) fixed relatively rigidly to the guide device. However, the connections of the chain links themselves are three-dimensional verwindbar. The teeth of the complementary engagement element can wear, smoothly and smoothly intervene.

The chain is thus formed with a rotatable joint in at least two dimensions. Of course, for a spatially rotatable and twistable chain, a three-dimensional movement of the chain links relative to each other is preferred. The chain links are for example rotatable about an axis corresponding to the direction of extension of the chain and about the two perpendicular axes against each other. As a result, winding sections can be realized with less design effort. The deviations during meshing are less when using the chain according to the invention.

The chain can, despite strong (even three-dimensional) twisted rail replace a complex and custom-made conventional rack or rack, etc., in order to realize an optimal, yet cost-effective form-fitting. The chain can be easily adapted to the rail distortions. Even twisting transverse to the chain direction can be easily realized.

The joints are designed in particular as ball joints or spherical joints. The chain has chain links, each adjacently arranged chain links are connected by means of the ball joint. However, it would also be conceivable to arrange two arranged in series hinges for the realization of a two-dimensional rotatable chain.

The hinges each have at least one spherical element which is connected to a bolt or a sleeve of a first chain link, and a spherical bearing shell in which the spherical element is rotatably received, wherein the spherical bearing shell is connected to a second adjacent chain link.

In particular, the chain links each have at least one tooth, in whose pitch circle a ball joint is arranged.

The toothing of the chain has, in particular, at least one concave section between adjacent teeth, which is designed to roll off a cylinder.

The concave portion preferably has, at least in sections, a cycloidal flank or an edge contour or an approximately cycloidal flank.

In general, a chain can have some stretch under load. In the present application in the transport system, however, the chain is attached to the guide means at short intervals. Unwanted stretching and associated division errors are thereby avoided.

The guide device of the transport system is preferably designed as a single track.

BRIEF DESCRIPTION OF THE FIGURES

Figur 1

eine perspektivische Ansicht eines herkömmlichen Führungssystems für ein schienengebundenes Personentransportsystem;

Figur 2

eine Schnittansicht eines herkömmlichen Führungssystems mit einem Fahrzeug;

Figur 3

eine Seitenansicht einer ersten Ausführungsform eines erfindungsgemäßen schienengebundenen Personentransportsystems;

Figur 4

eine Schnittansicht aus der Figur 3;

Figur 5

eine Schnittansicht einer Ausführungsform eines Führungs- und Antriebssystems gemäß der vorliegenden Erfindung;

Figur 6

eine Schnittansicht einer weiteren Ausführungsform eines Führungs- und Antriebssystems gemäß der vorliegenden Erfindung;

Figur 7

eine Ausführungsform eines erfindungsgemäßen Antriebssystems gemäß der Erfindung;

Figur 8

eine Darstellung eines erfindungsgemäßen Antriebsrads;

Figur 9

einen Zylinder des erfindungsgemäßen Antriebsrads aus der Figur 8;

Figur 10

einen Abschnitt einer sphärisch verwindbaren Kette gemäß der vorliegenden Erfindung.

Further advantages and features of the invention will become apparent from the description of preferred embodiments with reference to the figures. Show it:

FIG. 1

a perspective view of a conventional guide system for a rail-mounted passenger transport system;

FIG. 2

a sectional view of a conventional guide system with a vehicle;

FIG. 3

a side view of a first embodiment of a rail-bound passenger transport system according to the invention;

FIG. 4

a sectional view of the FIG. 3 ;

FIG. 5

a sectional view of an embodiment of a guide and drive system according to the present invention;

FIG. 6

a sectional view of another embodiment of a guide and drive system according to the present invention;

FIG. 7

an embodiment of a drive system according to the invention according to the invention;

FIG. 8

an illustration of a drive wheel according to the invention;

FIG. 9

a cylinder of the drive wheel according to the invention from the FIG. 8 ;

FIG. 10

a section of a spherically twistable chain according to the present invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

The exemplary embodiment described below relates to a rail-bound passenger transport system in the non-public area. However, the transport system can be used in any other application for which it is appropriate.

In the FIG. 1 a conventional guide system 1 according to the embodiment is shown. The guide system 1 has two parallel rails 2a and 2b for guiding two-lane vehicles along a route and a rack 3 arranged centrally between the rails 2a, 2b.

Like in the FIG. 2 illustrated, the rack 3 is provided for a positive drive of a vehicle 4. In this case, a toothed wheel 6, which can be driven on the vehicle 4 by means of a motor 5, engages in the toothed rack 3. The engine 5 is connected to the chassis 7 of the vehicle 4. A shaft 5 'of the motor drives the gear 6. The chassis 7 is guided over rollers 8, which bear against the rails 2a and 2b, along the route. The drive may have a shaft and / or a gear, but also as a direct drive (eg hub motor) without shaft / gearbox, or only with gear and pinion, ie without shaft, be formed. As the drive motor, an electromagnetic or hydraulic drive can be used or a combination thereof.

The FIG. 3 shows a side view of a transport system according to the invention. This has a route 10 and a vehicle 20. The vehicle 20 is movable along the route 10 (speed vector v) connected thereto.

The route 10 comprises a first guide rail in the form of a first tube 11 and a second guide rail in the form of a second tube 12. The first guide rail 11 and the second guide rail 12 are arranged at different distances from the vehicle 20 from the perspective of a passenger seated in the vehicle 20 , In particular, they are not arranged next to one another, but vertically below the passenger compartment of the vehicle 20 or below one another and underneath the passenger compartment. Between the guide rails 11 and 12, which run parallel to each other and parallel to the direction of movement v of the vehicle 20, a (along the route) constant distance is provided. However, when driving figures are formed in which the vehicle 20 is laterally rotated (relative to the direction of movement v), the plane E defined by the guide rails 11 and 12 (see FIG. FIG. 4 ) can be rotated, ie in absolute terms, the Guide rails 11 and 12 change their position along the route 10 relative to each other. The mutual distance always remains constant. The vehicle 20 also rotates laterally with a rotation of the plane E. The first guide rail 11 and the second guide rail 12 are connected by means of along the route 10 arranged connecting elements 13 rigidly spaced together. The first guide rail 11 is always the vehicle rail 20 facing guide rail (vehicle-side guide rail), the guide rail 12 is always the vehicle 20 remote from the guide rail.

The vehicle 20 has a chassis 21 and associated passenger seats, z. B. a seat 22, on. In the front region of the chassis 21 is rotatably about an axis d _1, a front carriage resp. a front wheel shield / chassis 23, in the rear region of the chassis 21 is rotatable about an axis d _2, a rear carriage resp. a rear wheel shield / chassis 24 attached.

Each of the carriages 23 and 24 has a number of first rollers 25 (in FIG FIG. 3 not shown in detail; see. FIG. 4 ), which abut the first, the vehicle 20 facing guide rail 11. Like from the FIG. 4 For example, three positions 25a, 25b, 25c for the first rollers 25 may be provided. The three positions 25a, 25b, 25c are aligned with each other such that the first guide rail 11 both carries the weight of the vehicle 20 and prevents the vehicle 20 from lifting or moving relative to the route 10 in a direction other than the intended direction of travel v , The first guide rail 11 may be referred to as a support rail and / or support rail.

In addition, each of the carriages 23 and 24 has a number of second rollers 26 (in FIG FIG. 3 not shown in detail; see. FIG. 4 ), which abut the second, the vehicle 20 remote from the guide rail 12. Like from the FIG. 4 For example, two positions 26a, 26b for the second rollers 26 may be provided. The two positions 26a, 26b are oriented relative to the second guide rail 12 opposite each other. The second rollers 26 are laterally in contact with the second guide rail 12. The arrangement is chosen so that the second guide rail 12 does not have to take up any weight of the vehicle 20. The second guide rail 12 serves only to the lateral tilting of the vehicle relative to the first guide rail 11th and the second guide rail 12 to prevent certain level E. The second guide rail 12 thus determines the lateral orientation of the vehicle 20 perpendicular to the direction of movement v, wherein a lateral tilting of the vehicle 20 along the route 10 by a change in the position of the plane E (which is determined by the two guide rails) accomplished and the corresponding side acting forces are transmitted through the second rollers 26 on the guide rail 12. The second guide rail 12 may be considered as a rail for laterally stabilizing the vehicle 20. Both guide rails 11 and 12 are tubular in the embodiment shown.

Together, the two guide rails 11 and 12 define the (absolute) position of the carriage 20 at each waypoint exactly. A targeted guidance of the car along the entire route is possible. By means of the construction according to the invention, not only simple curves or rotations of the vehicle 20 in a plane perpendicular to the direction of travel v, but also combinations of these movements with ascents and downhill sections can be realized. Thus, the construction of complicated routes such as helical turns, corkscrews, camel humps ("camelbacks") etc. is possible.

The transport system 10 according to the invention also comprises a drive system 300. This has a drive motor 310 arranged on the chassis 21 of the vehicle 20. Via a shaft, the drive motor is connected to a wheel disc 330 in order to rotatably drive it. The wheel disc has a toothing, which will be described in more detail.

In addition, the drive system 300 includes a spline (spline) 340 disposed on one of the rails. The toothed element is in this case attached to the upper rail 11 facing side of the lower rail 12 and extends along the rail 12th

An example of the drive system employed in the previously described embodiments is shown in FIG FIG. 5 shown in more detail. Accordingly, the gear disc 330 engages with its external teeth in the complementary engaging recesses of extending along the lower tube 12 Gear element 340 a. The toothed element 340 comprises a longitudinal toothing 341 with chain links, rollers, sleeves or bolts 342, which are spaced from one another along the tube 12. The rollers 342 are rotatably mounted. Two adjacent rollers 342 are connected to each other by means of at least one connecting member 343. An example of a gearing shows the FIG. 7 ,

In the embodiment according to the FIG. 5 is attached to an elastic support 344 on both sides in each case a chain 341a and 341b. The carrier 344 is secured thereto by one or more bolts 345 spaced from each other in the longitudinal direction of the tube 12. The carrier 344 may be formed as a rubber carrier to serve inter alia as a damping element between the chains 341 a and 341 b and the lower tube 12.

A further embodiment of the drive system 300 which can be used in the transport system according to the invention is shown in FIG FIG. 6 outlined.

Here, the drive system 300 has a wheel 350 with cylinders 351 circumferentially arranged thereon. The cylinders 351 have rotatable rollers which are mounted on sleeves. In this way, the wheel 350 is formed with a special rack and pinion.

The wheel 350 is in engagement with the toothed element 360. This substantially comprises a rack 361 (continuous or split), which is arranged by means of threaded bolts 362 on the upper support tube 11 facing side of the lower guide tube 12. Between the lower guide tube 12 and the rack 361, a rubber carrier 363 is provided as a damping element. The teeth of the rack 361 engage between the cylinders 351 of the drive wheel 350.

The gearing from the FIG. 7 has a wheel with cylinders 351, as well as in the FIG. 6 shown embodiment. The cylinders 351 consist essentially of sleeves 3510 fixed to the wheel discs (not shown) and rollers 3511 arranged rotatably on them. Thus, the cylinders 351 roll on the tooth flanks of counter toothing 361 ', which in this case is designed as a leaf chain.

In the FIG. 8 is a drive wheel 350 with a toothing 351, which is a kind of drive gear teeth, shown with cylinders 351. The drive wheel 350 has an upper drive plate 3512 and a lower drive plate 3513 (see FIG. FIG. 9 ). The cylinders 351 are circumferentially disposed between the disks 3512 and 3513 adjacent to each other.

In the FIG. 9 is a single cylinder 351 from the FIG. 8 shown in detail. Each of the cylinders 351 has a sleeve 3510 fixedly connected to the discs 3512 and 3513 and a roller 3511 rotatably attached to the sleeve 3510. Sleeve (bolt) 3510 acts as an axle with a pulley 3511 rotatably mounted thereon. Pulley 3511 is connected to sleeve 3510 by means of a rolling bearing 3514 such that only rolling friction occurs between sleeve 3510 and pulley 3511. The rollers 3511 roll on the flanks of the counter-toothing, so that only rolling friction occurs here.

The FIG. 10 shows a portion of a spherically twistable chain 361 according to the present invention in a side view. The chain 361 has chain links 361a, 361b arranged and connected adjacent to one another in a row. Each chain link, z. B. 361b, has a base body 3610 in which a tooth flank 3611 for engagement of a counter-toothing, here a Triebstockbolzens 351, is formed. In a connection region of the base body 3610, a ball joint 3612 is provided. Via this, two chain links are rotatably connected both about the longitudinal axis L of the chain (as the axis of rotation) and about the axes (Q, and an axis oriented perpendicular to the plane of the paper) perpendicular thereto. The angle of rotation is limited in each case, so that rotations in three dimensions are possible in a certain frame.

The ball bearing 3612 has a portion 3613 that includes the bearing shell of the bearing 3612. In this, a spherical body 3614 of the ball bearing 3612 is rotatably arranged. Via a bolt 3616, the spherical body 3614 of the joint 3612 is connected to the main body 3610. The spherical body 3614 is rotatably arranged in three dimensions in the bearing shell of the bearing 3612.

The use of the toothed element described provides for a gentle, smooth and smooth engagement of the teeth of the chain disc and the rack. In addition, a flexible routing with three-dimensional changes in direction is readily available realizable. The described chain can be easily adapted to the shape of a guide tube on rising / falling sections.

Even with tortuous routes (and combinations in three dimensions) an adjustment of the chain to the route is possible. The chain attached to the (first) tube is wound in one turn, i. a lateral tilting of the vehicle, guided so that their orientation remains the same relative to the second tube at each distance position of the drive train. Thus, in the present embodiment, the chain is always arranged on the side facing the second tube side of the first tube, no matter in which position the tubes are at a certain distance position to each other. In one turn, the chain between two distance positions is guided laterally along the circumference of the first tube in a different circumferential position. Their orientation describes a section of a helical thread turn.

Claims (15)

1. A transport system comprising:

   a vehicle (20);

   a circuit (10) with a guide device (11, 12) along which the vehicle (20) can be moved; and

   a drive system (300) for a positive drive for propelling the vehicle (20) along the circuit (10), wherein, at least on sections extending along the circuit, the drive system (300) has a first engagement element (340, 360), and the drive has a second engagement element (330, 350), which is connected to the vehicle (20) and which is propellable,

   wherein the second engagement element (330, 350) has cylinders (351) which are arranged at spaced intervals from each other, which form a toothing, and the first engagement element (340, 360) form a counter-toothing (361, 361') arranged along the circuit (10);

   characterised by the fact that

   the cylinders (351) each have at least one rotatable element (3511) for rolling off the cylinders (351) at the counter-toothing (361, 361'), and the cylinders (351), in particular rollers, are formed from a material having lower wear resistance than the counter-gearing (361, 361').
2. The transport system in accordance with any of the previous claims,
   characterised by the fact that
   the rotatable elements have at least one bearing, preferably a rolling bearing.
3. The transport system in accordance with any of the previous claims,
   characterised by the fact that
   the cylinders (351) have at least one pin and a sleeve (3510), respectively, and a roller (3511) encompassing the pin or sleeve (3510), wherein the roller (3511) is mounted rotatably at the pin or at the sleeve (3510).
4. The transport system in accordance with any of the previous claims,
   characterised by the fact that
   the cylinders (351) each have at least one spring damping element which is arranged between those cylinder components which are capable of moving relative to each other.
5. The transport system in accordance with claim 4,
   characterised by the fact that
   the spring damping element is formed of elastomer.
6. The transport system in accordance with any of the previous claims,
   characterised by the fact that
   the cylinders (351) have at least one axle and a roller (3511) that can rotate about the axle, with the axle arranged rotatably at the second engagement element (330,350) by means of a bearing.
7. The transport system in accordance with any of the previous claims,
   characterised by the fact that
   the cylinders (351) each have at least a spring damping element which is arranged between the axle and the roller.
8. The transport system in accordance with claim 9
   characterised by the fact that
   the spring damping element is formed of an elastomer.
9. The transport system in accordance with any of the previous claims,
   characterised by the fact that
   the cylinders (351), in particular rollers, are formed of plastic.
10. The transport system in accordance with any of the previous claims,
    characterised by the fact that
    the counter-gearing (361, 361') for engaging with the cylinders (351) is formed as a non-involute toothing.
11. The transport system in accordance with claim 10,
    characterised by the fact that
    the counter-toothing (361, 361') is formed as cycloid toothing or approximately as cycloid toothing.
12. The transport system in accordance with any of the previous claims,
    characterised by the fact that
    the counter-toothing (361, 361') for engagement with the cylinders (351) comprises a rack (361) extending along at least sections of the circuit (10).
13. The transport system in accordance with any of the previous claims,
    characterised by the fact that
    the counter-toothing (361, 361') for engaging with the cylinders (351) comprises a chain (361) extending at least along sections of the circuit (10), in particular a flyer chain formed as a silent chain.
14. The transport system in accordance with any of the previous claims,
    characterised by the fact that
    guide device (11, 12) is formed as a monorail..
15. The transport system in accordance with any of the previous claims,
    characterised by the fact that
    at least one or more of the guide elements (11, 12) are pipe-shaped.

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