EP2483121B1 - Système de transport à entraînement par complémentarité de forme - Google Patents

Système de transport à entraînement par complémentarité de forme Download PDF

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Publication number
EP2483121B1
EP2483121B1 EP10770743.2A EP10770743A EP2483121B1 EP 2483121 B1 EP2483121 B1 EP 2483121B1 EP 10770743 A EP10770743 A EP 10770743A EP 2483121 B1 EP2483121 B1 EP 2483121B1
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EP
European Patent Office
Prior art keywords
transport system
cylinders
fact
accordance
toothing
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Application number
EP10770743.2A
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German (de)
English (en)
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EP2483121A1 (fr
Inventor
Richard Urich
Jürg Jakob
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BEUTLER, JOERG
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Beutler Jorg
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Publication of EP2483121A1 publication Critical patent/EP2483121A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B5/00—Elevated railway systems without suspended vehicles
    • B61B5/02—Elevated railway systems without suspended vehicles with two or more rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/02—Rack railways

Definitions

  • 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).
  • 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.
  • larger moments and thus larger accelerations from the drive to the vehicle are transferable.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • cylinder should not be understood as a restriction to a round cross-section of the engagement means.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • the cylinders each have at least one rotatable element for rolling or rolling the cylinders against the counter-toothing.
  • the rotatable elements have at least one rolling bearing.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Achsne Trentsmayn.
  • 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).
  • the toothing 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.
  • 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.
  • external engagement is required for mutual engagement with the drive wheel. This can be provided by a rack, but also by a chain.
  • 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.
  • 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.
  • a chain which is part of the first engagement element has relatively little play.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a chain can have some stretch under load.
  • 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.
  • the exemplary embodiment described below relates to a rail-bound passenger transport system in the non-public area.
  • the transport system can be used in any other application for which it is appropriate.
  • 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.
  • the rack 3 is provided for a positive drive of a vehicle 4.
  • 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.
  • an electromagnetic or hydraulic drive can be used or a combination thereof.
  • 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.
  • a (along the route) constant distance is provided 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.
  • the plane E defined by the guide rails 11 and 12 see FIG. FIG.
  • the Guide rails 11 and 12 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.
  • a chassis 21 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.
  • first rollers 25 in FIG FIG. 3 not shown in detail; see. FIG. 4
  • 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.
  • 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.
  • second rollers 26 in FIG FIG. 3 not shown in detail; see. FIG. 4
  • the 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.
  • 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.
  • 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.
  • the construction of complicated routes such as helical turns, corkscrews, camel humps ("camelbacks”) etc. is possible.
  • the transport system 10 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.
  • 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
  • FIG. 5 An example of the drive system employed in the previously described embodiments is shown in FIG. 5 shown in more detail.
  • 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 ,
  • 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.
  • FIG. 6 A further embodiment of the drive system 300 which can be used in the transport system according to the invention is shown in FIG. 6 outlined.
  • 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.
  • 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.
  • 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.
  • the cylinders 351 roll on the tooth flanks of counter toothing 361 ', which in this case is designed as a leaf chain.
  • 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.
  • 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.
  • a ball joint 3612 is provided in a connection region of the base body 3610.
  • 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.
  • a spherical body 3614 of the ball bearing 3612 is rotatably arranged.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Gears, Cams (AREA)

Claims (15)

  1. Système de transport comprenant :
    un véhicule (20) ;
    une trajectoire (10) avec un dispositif de guidage (11, 12) le long de laquelle le véhicule (20) est placé mobile et
    un système d'entraînement (300) pour un entraînement positif pour l'entraînement du véhicule (20) le long de la trajectoire (10), cependant que le système d'entraînement (300) présente au moins un premier élément d'engrènement (340, 360) situé au moins par sections le long de la trajectoire (10) et un second élément d'engrènement (330, 350) qui peut être entraîné, qui est relié au véhicule (20), cependant que le second élément d'engrènement (330, 350) présente des cylindres (351) placés espacés l'un de l'autre qui forment une denture et le premier élément d'engrènement (340, 360) présente une denture antagoniste (361, 361') placée le long de la trajectoire (10),
    caractérisé en ce que les cylindres (351) présentent au moins un élément rotatif (3511) pour rouler sur ou descendre en roulant des cylindres (351) sur la denture antagoniste (361, 361') et les cylindres (351), en particulier des rouleaux, sont formés en un matériau avec une plus faible résistance à l'abrasion que la denture antagoniste (361, 361').
  2. Système de transport selon l'une des revendications précédentes, caractérisé en ce que les éléments rotatifs (3511) présentent au moins un palier, de préférence un palier à roulement (3514).
  3. Système de transport selon l'une des revendications précédentes, caractérisé en ce que les cylindres (351) présentent au moins un boulon ou une douille (3510) et un rouleau (3511) qui comprend le boulon ou la douille (3510), cependant que le rouleau (3511) est placé rotatif sur le boulon ou la douille (3510).
  4. Système de transport selon l'une des revendications précédentes, caractérisé en ce que les cylindres (351) présentent respectivement au moins un élément d'amortissement à ressort qui est placé entre les composants placés mobiles l'un par rapport à l'autre des cylindres (35).
  5. Système de transport selon la revendication 4, caractérisé en ce que l'élément d'amortissement à ressort est formé en un élastomère.
  6. Système de transport selon l'une des revendications précédentes, caractérisé en ce que les cylindres (351) présentent au moins un axe et un rouleau (3511) qui entoure l'axe en étant bloqué en rotation, cependant que l'axe est placé rotatif sur le second élément d'engrènement (330, 350) au moyen d'un palier.
  7. Système de transport selon l'une des revendications précédentes, caractérisé en ce que les cylindres (351) présentent respectivement au moins un élément d'amortissement à ressort qui est placé entre l'axe et le rouleau.
  8. Système de transport selon la revendication 7, caractérisé en ce que l'élément d'amortissement à ressort est formé en un élastomère.
  9. Système de transport selon l'une des revendications précédentes, caractérisé en ce que les cylindres (351), en particulier les rouleaux, sont configurés en matière plastique.
  10. Système de transport selon l'une des revendications précédentes, caractérisé en ce que la denture antagoniste (361, 361') est configurée pour l'engrènement des cylindres (351) en tant que denture non développante.
  11. Système de transport selon la revendication 10, caractérisé en ce que la denture antagoniste (361, 361') est configurée comme une denture cycloïde ou approximativement comme une denture cycloïde.
  12. Système de transport selon l'une des revendications précédentes, caractérisé en ce que la denture antagoniste (361, 361') comprend, pour l'engrènement des cylindres (351), une crémaillère (361) qui s'étend au moins par sections le long de la trajectoire (10).
  13. Système de transport selon l'une des revendications précédentes, caractérisé en ce que la denture antagoniste (361, 361') comprend, pour l'engrènement des cylindres (351), une chaîne (361) qui s'étend au moins par sections le long de la trajectoire (10), en particulier une chaîne flyer configurée comme une chaîne dentée.
  14. Système de transport selon l'une des revendications précédentes, caractérisé en ce que le dispositif de guidage (11, 12) est configuré à une voie.
  15. Système de transport selon l'une des revendications précédentes, caractérisé en ce qu'au moins un ou plusieurs éléments de guidage (11, 12) sont configurés en forme de tube.
EP10770743.2A 2009-09-30 2010-09-30 Système de transport à entraînement par complémentarité de forme Active EP2483121B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009044141A DE102009044141A1 (de) 2009-09-30 2009-09-30 Transportsystem
PCT/EP2010/064615 WO2011039335A1 (fr) 2009-09-30 2010-09-30 Système de transport à entraînement par complémentarité de forme

Publications (2)

Publication Number Publication Date
EP2483121A1 EP2483121A1 (fr) 2012-08-08
EP2483121B1 true EP2483121B1 (fr) 2017-01-11

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EP10770743.2A Active EP2483121B1 (fr) 2009-09-30 2010-09-30 Système de transport à entraînement par complémentarité de forme

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US (1) US8661987B2 (fr)
EP (1) EP2483121B1 (fr)
CN (1) CN102596676B (fr)
DE (1) DE102009044141A1 (fr)
WO (1) WO2011039335A1 (fr)

Cited By (4)

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Publication number Priority date Publication date Assignee Title
EP3587225A1 (fr) 2018-06-28 2020-01-01 Jörg Beutler Entraînement par chaîne
DE102019201376A1 (de) 2019-02-04 2020-08-06 Thyssenkrupp Ag Aufzugsanlage
WO2020160744A1 (fr) 2019-02-04 2020-08-13 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur
WO2021008754A1 (fr) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur

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DE102009044141A1 (de) * 2009-09-30 2011-04-14 Maurer Söhne Gmbh & Co. Kg Transportsystem
DE102010016068B3 (de) * 2010-03-22 2011-09-22 Washtec Holding Gmbh Einfahrhilfe und Fahrzeugbehandlungsanlage
CN104401334A (zh) * 2014-10-27 2015-03-11 华东交通大学 一种可在山地斜坡之间实现运输和搭载综合作业的新装置
CN104707335B (zh) * 2015-02-09 2016-08-03 中山市金马科技娱乐设备股份有限公司 游艺设备行走轮系的轮架构件
CN104984548B (zh) * 2015-08-07 2017-09-29 深圳华强智能技术有限公司 一种导向驱动装置及娱乐车
EP3239012B1 (fr) * 2016-04-29 2018-06-20 Jörg Beutler Systeme de transport comprenant un element de prise monte sur un rail
CN108174121B (zh) * 2018-01-10 2020-04-07 合肥赢视信息技术有限公司 基于高速成像和普通成像合成的过山车视频处理装置
CN108130829B (zh) * 2018-01-23 2023-07-28 中铁二院工程集团有限责任公司 齿轨车辆入轨引导装置
EP3960264B1 (fr) * 2020-09-01 2023-11-08 Jörg Beutler Véhicule tractant
CN114129383B (zh) * 2021-12-27 2023-12-01 浙江豪中豪健康产品有限公司 一种便于机械手行走的渐开线齿形链轨道的可展平按摩椅

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3587225A1 (fr) 2018-06-28 2020-01-01 Jörg Beutler Entraînement par chaîne
DE102019201376A1 (de) 2019-02-04 2020-08-06 Thyssenkrupp Ag Aufzugsanlage
WO2020161033A1 (fr) 2019-02-04 2020-08-13 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur
WO2020160744A1 (fr) 2019-02-04 2020-08-13 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur
WO2021008754A1 (fr) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Système d'ascenseur
DE102019210531A1 (de) * 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
BE1027381A1 (de) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage

Also Published As

Publication number Publication date
WO2011039335A1 (fr) 2011-04-07
CN102596676B (zh) 2015-02-18
US8661987B2 (en) 2014-03-04
EP2483121A1 (fr) 2012-08-08
CN102596676A (zh) 2012-07-18
DE102009044141A1 (de) 2011-04-14
US20120304884A1 (en) 2012-12-06

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