WO1990000996A1 - Dispositif de transport - Google Patents

Dispositif de transport Download PDF

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Publication number
WO1990000996A1
WO1990000996A1 PCT/EP1989/000855 EP8900855W WO9000996A1 WO 1990000996 A1 WO1990000996 A1 WO 1990000996A1 EP 8900855 W EP8900855 W EP 8900855W WO 9000996 A1 WO9000996 A1 WO 9000996A1
Authority
WO
WIPO (PCT)
Prior art keywords
transport device
coupling
wagons
wheels
wagon
Prior art date
Application number
PCT/EP1989/000855
Other languages
German (de)
English (en)
Inventor
Dieter Haffer
Original Assignee
Paul Klöckner GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE8809347U external-priority patent/DE8809347U1/de
Priority claimed from DE19883828744 external-priority patent/DE3828744A1/de
Priority claimed from DE19893920344 external-priority patent/DE3920344A1/de
Application filed by Paul Klöckner GmbH filed Critical Paul Klöckner GmbH
Publication of WO1990000996A1 publication Critical patent/WO1990000996A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
    • B62D1/26—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide

Definitions

  • the invention relates to a transport device, in particular for the transport of goods within factories and at storage and transshipment points, with a plurality of link wagons which can be coupled.
  • this object is achieved in that the articulated wagons on opposite car corners are each coupled to one another by a pair of link arms pivotally connected via a joint, a connection being provided by a tension spring between the pairs of handlebar legs between two articulated wagons.
  • This coupling according to the invention of the individual articulated wagons ensures that the articulated wagons align themselves when driving straight along a line in the direction of travel and are so closely drawn to one another that a large, coherent loading area can be formed from the front and rearmost articulated wagons.
  • the articulated connection of the individual articulated wagons to one another ensures that, despite the large loading capacity of the transport device, tight curves, as are typical for internal transport routes and in particular for transport routes on location and transhipment points, can be traveled through.
  • a further solution according to the invention is characterized in that the link wagons are coupled to each other at opposite wagon corners by a pair of pivotable connecting arm legs which are pivotably connected via a joint, each of which is articulated to a handlebar leg to form a parallelogram linkage in each case one of two articulated linkage legs , and a tension spring engages on the linkage legs, the other end of which is connected near the coupling point of the handlebar legs on the link wagon to the link wagon or to the handlebar leg.
  • a solution according to the invention is that the sectional wagons are coupled to each other by a handlebar on opposite sides of the wagon on opposite sides of the wagon, the distance between the wagon edges facing one another being small compared to the length of the handlebars when the linked wagons are aligned in a straight line .
  • the handlebars arranged on only one side can be designed to be extendable, with e.g. a return to normal position is achieved by spring force or hydraulically.
  • Another coupling solution according to the invention is that the sectional wagons are coupled to each other at opposite corners of the wagon by a handlebar, the distance between the wagon edges facing one another when the coupled wagons are aligned in a straight line is small compared to the length of the handlebar, and that devices for coupling and uncoupling the Handlebars before or after cornering are provided on one side of the sectional wagon in the direction of travel.
  • a further coupling solution according to the invention consists in that a rigid coupling frame is provided in each case between two opposite ends of the articulated car, which has two coupling ends on at least one side facing a articulated car has, which are provided near the long sides of the two coupling ends facing coupling car coupling points at which the coupling ends can be fixed are assigned, depending on the mutual orientation of the link car at least one of the two coupling ends is fixed to the assigned coupling point and the coupling frame around the one fixed Coupling end is pivotable in the plane of the coupling frame.
  • the latter solution according to the invention provides a mechanically particularly uncomplicated coupling element that can be produced with little effort. Due to the rigid coupling frame, the free coupling ends are each guided exactly, so that in the rectilinear alignment of the link wagons after a change in the direction of travel, the connection points between the coupling ends and the link wagons cannot be missed, which is a particular advantage over the previously described solution with decoupled handlebars.
  • a coupling frame with four coupling ends arranged corresponding to the corner points of a rectangle is provided.
  • the coupling ends have upwardly and / or downwardly projecting pins, and guides in the manner of a pocket groove and bolts are provided at the coupling points, the pins being insertable into the pocket grooves at the coupling ends and locking or locking in the pocket grooves. are unlockable.
  • the latches are mechanically or conveniently moved electromechanically.
  • pressure switches for the Control of the connection Unlocking may be provided.
  • Another possible embodiment with a rigid coupling frame is characterized in that the coupling ends have vertically upwardly and / or downwardly projecting pins and that the pins of the coupling ends of the coupling frame detached from the coupling point in each case along a circular path section around the coupling point with the respectively defined coupling end are guided as center grooves running in the center of the circle.
  • the guide grooves expediently each extend to the edge of the limousine and are widened in a wedge shape towards the limb edge.
  • the coupling frame at the front and rear ends in the direction of travel has a vertically upward and / or downward projection on the central frame axis Has peg which is guided in grooves which run along a circular path section around the coupling point with the respectively defined coupling end as the center of the circle.
  • Alignment of the link carriage is easily traceable in its guide groove.
  • Such a rolling floor is particularly advantageous if a truck to be unloaded or loaded has such a facility, so. that the load can be moved from the truck to the Transpof tvor device or from there into the truck completely with the help of the loading belts.
  • a complete truck load can be completely assembled on the transport device according to the invention in the storage area or even close to the production area, driven to a loading point and brought there to a truck in a single operation.
  • the loading belts of the transport device according to the invention also enable inclines to be overcome when loading or unloading.
  • such a transport device can travel the full length of a dock leveler, one end of which is then raised to the level of the truck bed.
  • Another advantageous embodiment of the invention consists in providing a rail path, in particular a monorail path, for the transport device.
  • the articulated wagons are guided securely by such a rail track, which is particularly advantageous on narrow, winding internal transport routes.
  • the individual sectional wagons have a separate drive, and that turntables are provided for changes in direction of travel which can be carried out successively in a link wagon in the coupled state.
  • this solution according to the invention achieves a small curve radius when the direction of travel of the linked link wagons changes, and in particular it is possible to turn 90 ° drive through.
  • FIG. 1 schematically shows an exemplary embodiment of a transport device according to the invention with pairs of handlebar legs as coupling elements between the individual sectional wagons in the view from below,
  • FIG. 2 shows an embodiment of a transport device according to the invention with extendable or uncouplable
  • FIG. 3 shows an exemplary embodiment of a transport device according to the invention with a link connection arranged on one side in the direction of travel in the view from below,
  • FIG. 4 shows an exemplary embodiment of a transport device according to the invention with a loading belt which can be displaced on the loading floor
  • FIG. 5 shows an embodiment of a transport device according to the invention, which is guided on a monorail, in the view from above.
  • FIG. 6 shows an exemplary embodiment of a transport device according to the invention with a parallelogram linkage
  • Coupling elements between the articulated wagons, 7 shows an embodiment of a transport device according to the invention with an H-shaped coupling frame
  • FIG. 8 shows the embodiment of FIG. 7 in a
  • FIG. 11 shows a further exemplary embodiment of a transport device according to the invention with an H-shaped coupling frame
  • FIG. 12 shows an exemplary embodiment of a transport device according to the invention which is guided on a monorail path
  • FIG. 13 shows a further exemplary embodiment of a transport device according to the invention, which is guided on a monorail path with two turntables arranged closely adjacent to one another.
  • FIG. 14 shows a further exemplary embodiment of a transport device according to the invention
  • Coupling frame the coupling ends of which are guided in grooves along a circular path section
  • 15 shows a further exemplary embodiment of a transport device according to the invention with drive wheels rotatable by a turntable
  • FIG. 16 shows a further exemplary embodiment of a transport device according to the invention with a coupling frame with two detachable coupling ends
  • Fig.17 shows an embodiment for a
  • Monorail path as can be used expediently in a transport device according to the invention
  • Fig. 19 a turntable for the separate rotation of a single limousine
  • Fig. 21 a turntable intersection, which one, e.g.
  • Fig. 1 are linked carts with the reference numeral 1 with a board-like trained loading floor 2, wheel axles 8 and 9 wheels designated.
  • the coupling between the link wagons is carried out by two pairs 3a, 3b of handlebar legs, which are pivotally connected to one another via a joint 4a or 4b. Between the handlebar pairs 3a, 3b, a connection is provided by a tension spring 5, which expediently acts on the joints 4a and 4b in the present exemplary embodiment.
  • the sectional wagon wheels 9 may be at least partially steerable.
  • the wheels could be partially designed as trailing wheels pivotable about a vertical axis.
  • a further coupling option by means of which the articulation of the individual articulated wagons is guaranteed and the straight articulated alignment of the individual articulated wagons automatically occurs when forming a straight line, forming a large, coherent transport area, is that the articulated car corners opposite in the direction of travel each have cross-coupling elements which exert tensile forces, especially tension springs, are connected.
  • 1a and 1a ' are two linked articulated wagons with the loading areas 2a and 2a' and the wheel axles 8a and 8a 'with the wheels 9a and 9a' respectively.
  • the carriages 1a and 1a ' are connected to each other at the opposite corners of the carriage by the links 6a and 6b. Between the opposite limb wagon edges is a small gap compared to the length of the handlebar is provided and the limb corners are chamfered game in the present perennialsbei.
  • the handlebars 6a and 6b can be disengaged depending on the direction of the curve, so that when cornering the car connections on the side with the larger curve radius are released.
  • the handlebars consist of a guide sleeve 15, in which a handlebar rod 16 is guided.
  • This fixed connection can be established by a lock that can be unlocked before cornering and is effective after a subsequent straight alignment of the sectional wagons between the handlebar and guide sleeve 15.
  • a small distance compared to the handlebar length must be provided to ensure the mobility of the individual articulated wagons between the wagon edges. It is advantageous to round or bevel the corners of the car, so that for a given handlebar length, the articulation of the linked cars linked by the handlebars with lateral displacement of the opposite car edges, which can result when cornering, is increased.
  • Connection of the opposite corner car corners also extendable, contracting spring elements or hydraulically operated connecting elements conceivable.
  • Fig. 3 with 1b and 1b 'coupled ends of articulated wagons with the loading floors 2b and 2b' are referred to, the difference from the transport device shown in Fig. 2 is that the coupling of the articulated wagons only on the one side in the direction of travel by handlebars 7 takes place.
  • the car corners are rounded in the present embodiment to increase the flexibility of the transport device.
  • Fig. 4 with 1c to 1c '' coupled car with the loading floors 2c to 2c 1 'and with the car wheels 9c to 9c''.
  • the link wagons are coupled to one another by pairs 3ab and 3ab 'of handlebar legs according to the exemplary embodiment of FIG. 1.
  • Loading belts 10 to 10 1 ' are provided on the articulated wagons in each case, which lie displaceably on the loading floor.
  • the closed loading belts are divided into partial longitudinal belts and have a toothing on the inside for driving by toothed drums 11 to 11 ''', the toothing on both the belts and the drums not over the entire width of the belt Partial longitudinal belts need to be trained.
  • Carriers 19 to 19 '' for the loading floor which are fastened to the carriage frame, are arranged between the partial longitudinal belts. It may be expedient to provide several rear-lying loading floors on each sectional wagon 1c. Individual idlers can also be used to bridge shorter distances. Of course, funding can only be provided by rollers instead of belts.
  • the exemplary embodiment shown in FIG. 4 for a transport device can be used particularly advantageously for unloading trucks which also have such a loading belt, the load being able to be shifted onto the transport device in one operation using the belts.
  • 1d to 1d '' denotes three linked wagons with the loading floors 2d to 2d '', the wheels 13 to 13 '''and the wheels 9d to 9d''' designed as trailing wheels.
  • link wagons one-sided coupling in the direction of travel is provided by links 7a, 7a ', the articulation points on the opposite wagon corners, in contrast to the exemplary embodiment of FIG. 3, being set back further from the wagon edges lying opposite one another.
  • Another difference from the embodiment of FIG. 3 is that the wheels 13 to 13 '''are guided on a rail 12.
  • the transport device By guiding part of the wagon wheels on a rail, the transport device achieves greater directional stability when cornering, which is very advantageous for narrow transport routes in factories as well as on storage and transhipment points.
  • the distance of the wheels 13 to 13 '''guided on the rail to the center of the car in the direction of travel is smaller than the distance of the other wheels 9d to 9d''', which only have the function of support wheels, which are intended to prevent the transport device from tipping over. Due to the asymmetrical wheel arrangement, the wheels guided on the rail take up the greater part of the wagon load, and preferably only these wheels are used for driving.
  • Wheels 9e, 9e 'of this type have been shown in FIG. 5 only for the sectional wagon 1d'; their tread is conveniently slightly above the ground, so that they only come into play in an emergency.
  • the links 7a, 7a ' are advantageously located on the side of the rail-guided wheels 13 to 13' ''. But it is also possible to provide the wheels 9d on the handlebar side and the rail 12 with the wheels 13 at a greater distance from the handlebars.
  • the monorail path according to FIG. 5 which in the simplest case could be designed as a floor groove, has the advantage that it can be laid with less effort.
  • laying just one rail on transport routes and storage areas means fewer obstacles for other vehicles.
  • FIGS. 1 to 5 could each have rollers for rolling on the opposite edge of the wagon in order to increase the mobility between the sectional wagons, a spring-loaded mounting of the rollers also being conceivable.
  • a separate towing vehicle or self-propelled, in particular individual propulsion of the individual sectional wagons, can be provided for the transport device.
  • the latter form of drive would have the advantage that the Connecting elements between the articulated wagon and the wheels and axles would be less stressed.
  • Different wheelbases could be provided for the support wheels and the rail-guided wheels, which are primarily considered as drive wheels, a shorter wheelbase of the drive wheels having to be selected in particular for very tight curve radii, for example as shown in FIG. 5.
  • the monorail system allows the use of differently wide articulated trolleys and avoids all problems that would otherwise occur with two rails of a certain track width. In this way, particularly narrow articulated wagons can be provided for very narrow transport routes, which on the other hand can easily be guided along wider paths on one rail.
  • articulated wagons are also not restricted to the loading and unloading of trucks. Rather, for example, roller conveyors or the like arranged at different points can be loaded with the aid of such sectional wagons. In this way, spatial and temporal equalization of agglomerations is possible Transshipment points.
  • individually driven articulated wagons are designated by the reference symbol 101, which are coupled to one another with the aid of the coupling devices 103.
  • Coupling arm pairs 106 which are connected to one another in an articulated manner are provided as coupling elements in each case on the opposite car corners.
  • Linkage legs 104 which are connected to one another in an articulated manner are articulated to these pairs of link legs, whereby a linkage parallelogram is formed in each case.
  • a tension spring 105 is tensioned in each case between one of these linkage legs and a fastening point near the closest coupling point 118 of a handlebar leg on the link wagon.
  • the articulated wagons with the wheels 115 roll on a track 117 which is angled at 90 °.
  • a turntable 102 is provided in the corner region of the mutually perpendicular rail paths, on which the rail path sections 108 and 108a are arranged.
  • the two rail track sections are offset from one another by 90 1 and arranged symmetrically to the pivot point 110 of the turntable.
  • the 90 ° curve provided in the rail path is traversed by rotating the turntable by 90 ° each time one of the link carriages has reached a position on one of the rail path sections 108 or 108a.
  • the interaction of the turntable drive and the drives (not shown) of the individual articulated wagons means that the articulated articulated wagons can be moved in succession by articulated wagons around the 90 ° right-hand curve provided in the rail path.
  • the flexible handlebar coupling elements 103 and 103a allow the distances between the coupling points, for example 118 and 118c or 118a and 118b, can change if one of the link carriages 101 to 101b is on the turntable and is rotated.
  • the arrangement of two rail paths 108 and 108a on the turntable is also advantageous.
  • the limb carriages can be prevented from touching each other when passing through the 90 ° curve, in that a sufficient distance between the limb carriages can be set by the individual limb carriage drive and the expandable coupling elements, while one of the limb carriages is rotated on the turntable.
  • the parallelogram linkage located on the outside of the curve can be temporarily fixed in an almost extended position, for example by resiliently engaging a locking device. This outer parallelogram linkage then acts as a rigid handlebar during cornering, usually preventing it from touching the adjacent link wagons and, together with the rail guide, causes a clear relative movement of the two adjacent link wagons.
  • the parallelogram linkage ensures that the handlebar legs bend in the intended manner after driving through the curve.
  • To stretch the parallelogram linkage against the Tension spring forces only have to be braked, for example, shortly before entering a corner of the following link wagon and then ensure that the linkage on the outside of the curve becomes a temporarily rigid handlebar, so that both left-handers and right-handers can be negotiated.
  • FIG. 7 with the reference numerals 201 to 203 anei nanderkekoppelten link car.
  • the coupling between the link car is by rigid coupling frames 204 and 205, which are H-shaped in the present embodiment. manufactured.
  • the coupling frames each have four coupling ends 228 to 231 or 232 to 235 arranged corresponding to the corners of a rectangle.
  • sack groove-like guides 218 to 225 are provided near the limb edges, into which the coupling ends can be inserted and in which the coupling ends can be locked by a locking mechanism (not shown in FIG. 7) .
  • 206 to 217 denote wagon wheels of the link wagons which can be steered via a control device (not shown in FIG. 7) in accordance with the changes in direction of travel of the transport device.
  • the lines designated 226 to 226 ′′ designate guiding devices which act on the control device and are laid along the intended transport route sections and which can be formed, for example, by a wire which emits electromagnetic guiding signal signals.
  • Such guidance signals can be variable or constant fields, in particular magnetic fields.
  • Metal strips laid in the floor, which are passively scanned, can also be used as guide devices.
  • a guiding device comprises a guiding line provided on the floor, according to which a carriage driver used for manual control of the transport device is directed.
  • FIG. 8 shows a side view of the transport device of FIG. 7 in the direction of the arrow designated 272 in FIG. 7.
  • the individual sectional wagons have loading areas 285 to 287 which, as in the present exemplary embodiment, can be designed, for example, in the form of a table and / or can be provided with special conveying devices that handle the respective goods to be transported are adjusted.
  • the coupling frames 204 and 205 are connected in the lower region of the carriage bodies to the sectional carriages via the locking mechanism (also not shown in FIG. 8), the coupling ends, of which only the ends 228, 230, 232 and 234 in FIG. 8 are visible, are guided through lower horizontal guide surfaces 288 to 291 and through upper horizontal guide surfaces 288 'to 291' in the interior of the sectional car body.
  • a locking mechanism is shown as it can be used to lock the coupling ends of the coupling frame of the transport device shown in FIGS. 7 and 8.
  • the coupling end 228 is designed in the present exemplary embodiment as a round cylinder with rounded end faces 284 and 284 '.
  • the cylinder is welded to form an upward and a downward projecting pin with the coupling frame 204 made in the present exemplary embodiment from a rectangular tube.
  • the rounded end faces 284, 284 ' are guided by an upper guide surface 288' and a lower guide surface 288, respectively, of a horizontal guide device, generally designated 274.
  • 218 and 218 ' denote lateral guides for the cylinder 228 forming the coupling end, through which, in the manner indicated in FIG. 7, an upper and a lower blind groove are formed.
  • FIG. 10 shows the locking mechanism of FIG. 9 in a top view according to an auditory horizontal section along the line XX of FIG. 9.
  • the coupling end 229 opposite the coupling end 228 on the other side of the carriage, which is guided laterally in the sack groove 219 can also be seen.
  • the horizontal guide device 274 of FIG. 9 is not shown in FIG. 10.
  • a bolt 239 is provided for the opposite coupling end 229, which can engage in a recess 273' corresponding to the recess 273 'in the coupling frame 204.
  • the latch 239 also has a pressure switch 238 corresponding to the pressure switch 238 ′, and a further pressure switch 237 that can be actuated by the coupling end 229 is also provided at the closed end of the blind groove 219.
  • 282 and 282 ' respectively denote the open end of the pocket groove 219 and 218, which is widened.
  • the bolts 239 and 239 ' are each guided in a guide 295 and 295'.
  • the latches can each be displaced in the guide by an electromagnet 241 or 241 ', the displacement being carried out against a compression spring 240 or 240'.
  • the bolt 239 or 239' When current flows through the coil of the electromagnet 241 or 241 ', the bolt 239 or 239' is pulled out of the respective recess of the coupling frame by compressing the spring 240 or 240 '. If no current flows through the electromagnetic coil, the bolt is automatically returned to the locking position by the springs. 10, the coupling end is 229 unlocked, the current flow through the electromagnetic coil is not yet interrupted.
  • the electromagnet coil is expediently actuated only briefly until the unlocking process has ended.
  • the locking mechanism for the coupling ends ensures that the two coupling ends of each coupling frame, each interacting with a link car, cannot be unlocked simultaneously.
  • all four coupling ends of each coupling frame are connected to the two associated link wagons.
  • the cylinders 228 and 229 forming the coupling ends are in a position between the pressure switches 237 and 238 or 237 'and 238'.
  • the switches 238 and 238 'or 237 and 237' are pressed simultaneously.
  • one of the two coupling ends, each facing one end of an articulated car tends to release itself from the lock.
  • the coupling ends of the coupling frames which lie diagonally opposite one another, to be released or to be pivotably connected to the sectional wagon.
  • the unlocked coupling ends which can also take positions outside the articulated wagon in curves with a very small curve radius, are guided by the rigid coupling frame in such a way that they can be easily recoupled even after extremely strong changes in direction of the transport device.
  • the widening at the open end of the sack grooves ensures that the coupling ends can be inserted smoothly into the sack grooves if the sectional wagons align each other in a straight line after the curve has been completed.
  • the distance between the upper and lower guide surfaces 288 'and 288 widens in a wedge shape near the edge of the carriage. This extension ensures that when the direction of travel changes, coupling ends that have emerged from the carriages can be inserted into the horizontal guides again in a straight line with the linear carriage.
  • the expansions are particularly advantageous if two adjacent section wagons are not exactly aligned in one plane when transitioning up or down a slope.
  • a certain play can be provided for the coupling ends. This is useful not only because of switches 237 to 238 '. This also makes it possible for the coupling frames to be pivotable about a horizontal axis within certain limits.
  • This pivotability is an advantage if inclines or descents are to be negotiated when the articulated wagons are inclined. Accordingly, it is advantageous to round off the upper and lower ends of the cylinder forming the coupling ends, in particular to round them out in a roller shape.
  • the type of coupling ensures that the link wagons are arranged very closely adjacent to one another in a straight line. If, as in the embodiment example according to FIGS. 7 and 8, panel-like loading areas are provided for the individual articulated wagons, a large, practically connected total loading area results, corresponding to the number of articulated wagons, which can advantageously be loaded and can have conveying devices adapted to the respective goods to be transported .
  • the individual articulated wagon wheels can be rotated about a vertical axis according to the principle of all wheel steering, with the extended axles of all wheels advantageously meeting at one point.
  • the wheels can be steered with the aid of the control device mentioned in such a way that the control device first adjusts the foremost wheels in the direction of travel in accordance with the control signals of the control device 226.
  • the steering of the other wheels can then, for example, by the control device using Adjusting variables take place, which are derived from the respective position of the foremost wheels and / or the angular position of the coupling frame relative to the sectional wagon.
  • the front wheels could also be steered manually by a driver provided for the transport device.
  • 207a and 208a, 211a and 212a as well as 215a and 216a denote wheels which are each arranged in the longitudinal direction in the middle of the car on both sides near the edge of the articulated car. If these wheels serve as drive wheels, they are each connected to one another via a differential gear 227, as shown at 207a and 208a.
  • Wheels 206a, 209a, 210a, 213a, 214a and 217a denote wheels which are arranged in the middle and are fixed and rotatable about a vertical axis, the axes of the wheels 209a and 210a or 213a and 214a in each case between the legs 290 to 293 of handlebar fork pairs 275 and 276 are guided displaceably in the direction of travel.
  • the pairs of handlebar forks are in turn slidably supported transversely to the coupling frame on the cross member 296 or 297 of the coupling frame 204a or 205a.
  • the coupling ends are Coupling frame formed by cylinders which are connected to the coupling frame via webs projecting towards the center of the carriage.
  • the cylinders can be locked in a manner similar to that described, for example, with reference to FIGS. 9 and 10.
  • other locking mechanisms are also conceivable, for example with pipes, in the cavities of which locking pins engage from below and / or above.
  • cornering can be initiated by adjusting the foremost wheel 217a, which leads to angular positions between the individual sectional wagons.
  • the handlebar fork pairs 275 and 276 ensure that the wheels 209a, 210a, 213a and 214a guided between the legs 290 to 293 are always aligned parallel to the long sides of the coupling frames. This alignment largely prevents the wheels from being erased when cornering.
  • a device is expediently provided for the last wheel 206a, by means of which it can be aligned like the wheel 209a, but with the steering direction reversed. Erasing lateral drive wheels is prevented in a manner known per se by using the differential gear 227.
  • each sectional wagon could also be driven, at least in part.
  • the front wheel 217a could be adjusted by means of a drawbar via which the transport device is connected to a tractor. Control movements of the foremost wheel 217a could also be brought about by a control device which can be operated manually or which reacts to signals from a control device. It is particularly advantageous to electrically steer all the wheels 206a, 209a, 210a, 213a, 214a, 217a arranged at the front and rear by servomotors whose steering impulses by the front wheel 217a and / or by the position of the coupling frame or by evaluating several of them Influencing variables can be controlled.
  • the wheels located on the longitudinal axes of the wagons are preferably driven. Instead of one wheel on the longitudinal axis, two wheels could also be arranged on the left and right of the longitudinal axis.
  • FIG. 12 in which the same or equivalent parts with the same reference number, but provided with the index b, as indicated in FIGS. 7 and 11, shows an exemplary embodiment of a transport device in which an on is used as the guide device 226b - Rail route is provided.
  • the wheels designated 206b to 211b are guided on the one-rail path.
  • a turntable 236 having four rail path sections 277 to 280 is arranged in the one-rail path.
  • the individual sectional wagons have lateral support wheels which are not guided on the monorail track 226b (not shown in FIG. 12).
  • the rail-guided wheels 206b to 211b serve as drive wheels.
  • the coupling frames 204b and 205b essentially have an X shape with legs protruding like pliers, on which coupling ends 228b to 235b are formed.
  • upward and / or downward projecting pins are provided, which are connected to the coupling frame by means of webs directed towards the middle of the carriage.
  • the pins which are expediently formed by a cylinder, can be inserted into sack groove-like guides 218b to 225b and can be locked in these guides by bolts (not shown in FIG. 12), similarly to those described with reference to FIGS. 9 and 10.
  • the drive motor of the limousine moved onto the turntable is switched off and the wheels are locked.
  • the link wagons coupled to one another can then be moved further by a drive provided for the turntable and / or by the drives of the link wagons not standing on the turntable.
  • the wheels of the rotated limousine are released again, and the following limousine drives on the turntable, while the rotated limousine leaves the turntable again.
  • the rigid coupling to the adjacent articulated wagons is maintained, the adjacent articulated wagons moving along the one-rail path during this rotation in accordance with their rigid coupling.
  • two of the rail path sections of the turntable 236 are again aligned in a straight line with the mutually perpendicular sections 226b, 226b 'of the one-rail path, so that the rotated limousine car can leave the pane and the following limousine car can travel on the pane.
  • a separate wheel drive must be provided in the embodiment shown in FIG. If support wheels are arranged on both sides of the monorail track, appropriate cushioning of at least some of the support wheels must ensure that unevenness in the floor cannot result in the rail-driven drive wheels lifting off the track or in a significant relief of the drive wheels .
  • FIG. 13 shows a transport device with three sectional carriages 201c to 203c, the sectional carriages being coupled to one another via coupling frames 204c and 205c, which are symbolically shown as rectangles, with coupling ends 228c to 231c and 232c to 235c, respectively.
  • the transport device is guided through a one-rail path 226c, 226c1, 226c'1 in which two turntables 236c and 236c 'are arranged adjacent.
  • 206c to 211c drive wheels guided on the monorail are designated.
  • the one-rail path runs in the middle of the sectional wagons.
  • the coupling frames drawn symbolically as rectangles can, for example, be designed as H or X-shaped frames in accordance with the exemplary embodiments in FIGS. 7, 11 or 12.
  • 218c, 221c, 223c and 224c are sack groove-like guides for the coupling ends 228c to 235c.
  • changes in the direction of travel of the transport device such as here in each case for example by 90 °, can be carried out in direct succession and with a time overlap.
  • the link wagon 13 can be driven on at the same time, the linked wagons being rotatable in different directions.
  • the link wagon 203c After the first link wagon, in the present case the link wagon 203c, has passed the first turntable 236c in the manner as has already been described with reference to FIG. 12, it drives onto the next turntable 236c ', while the following link wagon 202c simultaneously reaches the turntable 236c.
  • the further movement of the link carriages 202c and 203c takes place by locking the wheels of the respectively rotated link carriage on the turntable by successive rotations of the turntables 236c and 236c ', which results in a decoupling of the diagonally opposite coupling ends 233c and 234c of the coupling frame 205c.
  • the link wagons After the respective total rotation of both disks by 90 °, the link wagons simultaneously leave the turntables with the aid of a self-propulsion provided for the individual link wagons. Accordingly, the sectional wagons 202c and 201c then simultaneously drive the turntables 236c 'and 236c.
  • the turntables 236c and 236c 'thus make it possible to get into a path 226c''which runs parallel to the rail path 226c and takes up very little space via a cross connection according to the rail path 226c'.
  • the turntables shown in Figs. 12 and 13 can also be used in the function of switches. if they are run straight over without turning.
  • the exemplary embodiment according to FIG. 14 differs from the previous exemplary embodiments primarily in that the coupling ends 228d to 235d are each guided in grooves 242 to 249 which extend to the edge and are open at the edge of the carriage.
  • the grooves run along circular path sections, the center of the circle of one of the two guide grooves at the end of a sectional carriage being at the closed end of the other guide groove inside the carriage.
  • the center of rotation for the guide groove 242 is at the closed end of the guide groove 243, where the coupling end 229d of the coupling frame 204d is just fixed.
  • further grooves 254 to 261 are provided, in which guide ends designated 250 to 253, which are arranged on the central axis of the coupling frame, are guided.
  • the guide ends have upwardly and / or downwardly projecting pins for guidance in the grooves 254 to 261.
  • the grooves for the guide ends each cross the guide grooves 242 to 249.
  • the grooves 254 to 261 also each run along a circular path section, the center of the circle being in the interior of the carriage at the closed end of the guide groove crossed by the groove. For example, the Circle center for the groove 255 at the closed end of the guide groove 243, where the coupling end 229d of the coupling frame 204d is just arranged.
  • the coupling frames 204d and 205d which are approximately double-T-shaped in the exemplary embodiment in FIG. 14, with a central support 299 or 300 could also be designed differently, for example, further supports arranged laterally from the central support 299 or 300, or an H- or X- Have shape.
  • the term grooves used above should not only be understood to mean grooves that are open on one side, but any type of guide channels or guideways.
  • the grooves 254 to 261 with the associated guide ends 250 to 253 ensure that in each case one of the two coupling ends of a coupling frame assigned to a front end of a sectional car can move outside a groove, while the other coupling end remains fixed at the end of its assigned groove in the interior of the car.
  • the coupling ends 229d, 230d, 232d and 235d are each just fixed, while the coupling ends 228d, 231d and 234d move in the guide groove 242, 245 and 248, respectively.
  • the coupling end 233d has emerged from its guide groove 247 and moves outside of the link carriage 202d.
  • the guide end 252 of the coupling frame 205d guided in the groove 258 ensures that the coupling end 232d of the coupling frame 205d remains fixed at the end of the guide groove 246 in the interior of the car. If this leading end were not provided, if tensile forces were transmitted through the coupling frame 205d, the coupling end 232 would be pulled out of the groove 246.
  • Coupling frame is still held horizontally when two coupling ends of a coupling frame should come out of their guide groove at the same time when the direction of travel changes.
  • the coupling frame is secured up to approximately a swivel angle against the link carriage of 45, so that the coupling ends remain in their guide grooves.
  • a swivel angle of 45 seems sufficient, so that the grooves 254 to 261 and the guide ends 250 to 253 can be omitted with such a limitation.
  • the guide grooves 242 to 249 and grooves 254 to 261 ensure a constant coupling between the link wagons without the need for locking mechanisms.
  • the arrangement of the rail-guided drive wheels in or near the longitudinal axis of the car according to FIGS. 12 to 14 has the advantage that the torques which impair the straight travel of the articulated car and are generated by the drive or the driving resistance of the non-driven wheels are reduced about a vertical axis.
  • such an arrangement of the drive wheels near the center of gravity of the truck load has the advantage that large frictional forces are available for the drive, which prevent the wheels from spinning.
  • the drive wheels also advantageously have a short wheelbase in order to keep track paths as small as possible Drive on radii of curvature and use turntables with small diameters.
  • wheel arrangements according to FIG. 11 are expedient if loads with a large longitudinal extent, such as rods or pipes, are to be transported on narrow paths.
  • FIG. 15 shows an exemplary embodiment which is provided in particular for the transportation of loads with a large longitudinal extent.
  • the sectional wagons 201e to 203e have a greater length and / or smaller width than the sectional wagons of the previously described exemplary embodiments of transport devices.
  • 206e to 211e denote drive wheels which are guided on a monorail track 226e, 226e 'and are arranged on the longitudinal axis of the sectional wagons.
  • Link wagons 201e to 203e have additional, laterally arranged support wheels 268 to 271 (corresponding support wheels are not shown in link wagons 202e and 203e).
  • 236e denotes a turntable with four rail track sections 277e to 280e.
  • 228e to 231e denote coupling ends of a coupling frame arranged between the link wagons 201e and 202e.
  • 242e to 245e guide grooves are designated, which in the present exemplary embodiment have an arc length which is guided over an angle of approximately 90. Additional coupling ends and guide grooves have not been drawn.
  • FIG. 15 differs from the previous embodiments with turntables in that the turntable 236e does not rotate the entire articulated vehicle, but rather only one drive wheel of the articulated vehicle, while the articulated vehicle itself only rotates by one small angle turns.
  • two further positions of the link carriage 202e are shown in dashed lines, which occur when the turntable 236e is driven on.
  • the reference numerals are provided with different numbers of lines as 202e 'and 202e''.
  • turntables with a small diameter can advantageously be used, and the traffic space required for cornering, for example by 90 °, is minimal.
  • a separate drive is provided for each articulated trolley, and here in particular for both of the wheels arranged in the center.
  • a rail path could also be laid along a path 298.
  • a rail guide could be dispensed with. For example, when the transport device changes direction, the drive wheels could move 90 along the path designated 298.
  • guide grooves can be provided particularly advantageously. Due to the large length and / or small width of the link carriages, the guide grooves can have such a length and be arranged such that, as in the present exemplary embodiment, pivoting angles between the coupling frame and the link carriages of approximately 90 ° and above can be reached without the exit of a coupling end from its guide groove are.
  • FIG. 16 shows an exemplary embodiment for a transport device with two articulated wagons 202f and 203f shown.
  • this could be a powered truck 203f with a trailer 202f.
  • the articulated car 203f has steered front wheels 216f and 217f and preferably unguided, driven rear wheels 214f and 215f.
  • the articulated vehicle 202f is provided with steered front wheels 212f and 213f and non-articulated rear wheels 210f and 211f, the wheels of the articulated vehicle 202f not to be driven in the present exemplary embodiment.
  • the front wheels 212f, 213f of the articulated vehicle 202f are steered in a known manner, for example by means of a turntable 301.
  • the turntable 301 is pivotably connected to a coupling frame 205f about a horizontal axis.
  • the coupling frame 205f has two coupling ends 234f and 235f, which are guided in guide grooves 248f and 249f.
  • An additional coupling rod is designated by 302, which is pivotably pivoted vertically and horizontally in the pivot point 304 to the swiveling bolster 301 of the articulated vehicle 202f and at point 305 to the articulated vehicle 203f.
  • the length of the coupling rod can be increased by extending a tension spring 303.
  • a tension spring exerting a tensile force a corresponding hydraulic element or a combination of several such cooperating devices could also be provided.
  • the coupling ends 234f and 235f of the coupling frame 205f can expediently be pivoted at least somewhat about a horizontal axis at the coupling points and on the guide grooves. This pivotability can be ensured, for example, by a certain play of the coupling ends at the coupling points or in the guide grooves.
  • one of the two coupling ends 234f or 235f leaves its coupling point, ie the closed end of the respective guide groove, while the other, in FIG. 16 the coupling end 234f, remains fixed.
  • a locking mechanism for the coupling ends can be dispensed with by the force of the spring 303, which could expediently be provided adjustable and / or readjustable , the coupling end removed from the end position is returned to the end position of the respective guide groove.
  • a locking mechanism for the coupling ends could also be provided.
  • the fact that the ends fastened to the turntable can be swiveled ensures that the articulated wagons can be inclined towards one another when driving up or down gradients.
  • the ends 232f and 233f of the coupling frame 205f can advantageously be provided as handlebar connecting pieces which can be pivoted about a horizontal axis both against the turntable and against the coupling frame. As a result, different side inclinations of the articulated wagons that can occur during driving operation can be compensated for.
  • the coupling rod could also be connected rigidly or only pivotably about a horizontal axis to the turntable and the ends 232f and 233f of the coupling frame could be designed as coupling ends guided in grooves provided in the link carriage 202f.
  • the coupling rod takes over the steering of the wheels 212f and 213f.
  • the steering of the Link wagons 202f naturally also take place in a different way, for example by means of steering knuckles.
  • a monorail path that can be used as a guiding device in a transport device according to the invention can be designed according to the exemplary embodiment of FIG. 17.
  • 13a denotes a wagon wheel with a double wheel flange, which is guided on a rail 14 sunk in a bottom groove 12a.
  • This rail path with the rail that is flush at ground level is no obstacle for other vehicles that use the storage space or the transport path.
  • FIG. 18 shows a further exemplary embodiment of a rail track that can be used for the transport device according to the invention, with a rail 266 embedded in a bottom groove 267. shown for the guidance of the articulated car wheels.
  • a wagon wheel is designated.
  • the rail 266 has a running surface 263, in which a guide groove is formed which enables the wheel 262 provided with only one flange to be guided on both sides.
  • the rail is in a fill material 265, e.g. Concrete, embedded.
  • the tread 263 is flush with the filler material 265 on both sides of the guide groove, the bottom groove 267 in turn being filled with filler material so that a flush seal with the surrounding bottom surface 264 is ensured.
  • This embodiment for a one-track path has the advantage that no special measures need to be taken to protect the edges of the bottom groove 267, as would be required, for example, if a rail path according to the exemplary embodiment of FIG. 17 and articulated car wheels with a double-track rim were used.
  • Corresponding only one groove instead of a double groove needs to be provided on a turntable, the surface of which serves directly as a running surface. The same applies to turnouts and turnstiles.
  • FIG. 19 shows a turntable 102 'for the rotation of a limousine.
  • the turntable 102 ' is sunk into the floor and is flush with the surrounding floor surface 111.
  • the rails 112 are advantageously countersunk in the turntable 102 ′ in grooves 109 and in the surrounding floor and are flush with the disk surface or floor surface 111.
  • the turntable and the railroad tracks connected by the turntable do not constitute an obstacle for vehicles that are not intended for the use of these railroad tracks.
  • turntable turnouts can also be used advantageously, for which purpose
  • Embodiment is shown in Fig. 20. These can also be rotated around their center point 123, with the rail tracks 124 and 125 and 124 and 126 optionally being rotated through 180 ° by rotating on the Turntable 127 arranged rail sections 128 and 129 are connectable. In this way, two optionally adjustable and continuously passable rail tracks are created.
  • Such a turntable solves the problem of a rail junction for bicycles with a double-track rim.
  • Common switches with tongues that can be pivoted about vertical axes cannot be used for this.
  • the turntable turnouts always only have consistently narrow ruts, while longer and wider rail interruptions with corresponding floor depressions are inevitable with conventional turnouts. These are very bothersome for other vehicles in hall areas and in the form of rail joints for the rail vehicles themselves.
  • the rail sections are advantageously arranged at a not too short distance from the center point 123.
  • the gap required for the rotation on the periphery of the turnout switch can be made quite narrow, and the further the rail section is from the center point 123, the less perpendicular it is to the direction of travel. Narrow, sloping rail joints have an advantageous effect on the running of the rail-guided articulated vehicle wheels.
  • Such turntable turnouts can also have three or more rail sections, the rotation then preferably taking place through 120 °, 90 °, 72 ° etc.
  • Turntable crossings according to FIG. 21 can advantageously be used.
  • the turntable is with 127 ' designated the center of rotation 123 ', on which a rail section 131 is provided for the optional connection of the rail paths 130 and 130' or 132 and 132 '.
  • An adjacent turntable according to FIG. 19 is designated by 133.
  • turntable switches and turntable crossings If, for example according to FIG. 20, a rotation of 90 ° or another angle is carried out instead of 180 °, a crossing rail path can be realized with this angle. In the case of more than two further rail tracks brought in from the outside, branches are also made in the crossing direction with the aid of a single turnout switch possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Handcart (AREA)

Abstract

Un dispositif de transport, notamment de marchandises à l'intérieur d'usines, d'entrepôts et d'installations de manutention, comprend plusieurs wagons articulés (1) attelables. L'invention a pour objet des éléments d'accouplement qui permettent de conduire les wagons dans des courbes étroites et de maintenir étroitement assemblés les wagons (1) individuellement accouplés lorsqu'on les conduit en ligne droite. A cet effet, un cadre rigide d'accouplement (204, 205) agencé entre les extémités opposées de deux wagons comprend quatre extrémités d'accouplement correspondant aux quatre coins d'un rectangle et associées à des points d'accouplement agencés à proximité des côtés longitudinaux des wagons articulés adjacents (1), les extrémités d'accouplement pouvant être fixées auxdits points d'accouplement. Au moins une des deux extrémités d'accouplement qui font face à l'extrémité du wagon articulé est fixée au point d'accouplement correspondant. L'accouplement (204, 205) est pivotable autour de l'axe de l'extrémité d'accouplement fixée, dans le plan du cadre d'accouplement (204, 205).
PCT/EP1989/000855 1988-07-21 1989-07-20 Dispositif de transport WO1990000996A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE8809347U DE8809347U1 (de) 1988-07-21 1988-07-21 Transportvorrichtung
DEG8809347.6U 1988-07-21
DE19883828744 DE3828744A1 (de) 1988-08-24 1988-08-24 Schienengefuehrte transportvorrichtung
DEP3828744.7 1988-08-24
DE19893920344 DE3920344A1 (de) 1989-06-21 1989-06-21 Transportvorrichtung
DEP3920344.1 1989-06-21

Publications (1)

Publication Number Publication Date
WO1990000996A1 true WO1990000996A1 (fr) 1990-02-08

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ID=27198143

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Application Number Title Priority Date Filing Date
PCT/EP1989/000855 WO1990000996A1 (fr) 1988-07-21 1989-07-20 Dispositif de transport

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EP (1) EP0416040A1 (fr)
WO (1) WO1990000996A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0533364A1 (fr) * 1991-09-19 1993-03-24 R. Glenn Low Système de transport
DE202011108352U1 (de) 2011-11-28 2012-01-09 Bochenek Maschinenbau UG (haftungsbeschränkt) Stangenverbund
DE102010053793B4 (de) 2010-12-08 2024-02-22 Kion Warehouse Systems Gmbh Steuersystem zur Führung eines Flurförderzeugs

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1593895A (en) * 1926-03-13 1926-07-27 Bittinger Charles Rail
DE2044400A1 (de) * 1969-09-02 1971-03-04 Crisplant As Fordersystem
DE2739130A1 (de) * 1977-08-31 1979-03-15 Wyhlen Ag Eisenbau Vorrichtung zum anheben, absetzen und foerdern von langgut oder in der art von langgut hintereinander gereihten einzellasten
AT365526B (de) * 1979-02-08 1982-01-25 Wolf Johann Gmbh Kg Transportwagen
DE3037221C1 (de) * 1980-10-02 1982-08-26 Jungheinrich Unternehmensverwaltung Kg, 2000 Hamburg Einrichtu fuer manuelle Lenkung eines automatisch gefuehrten Flurfoerderzeugs
US4416202A (en) * 1981-05-15 1983-11-22 Industrial Management Co. Conveyor bench/work station with shunt

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1593895A (en) * 1926-03-13 1926-07-27 Bittinger Charles Rail
DE2044400A1 (de) * 1969-09-02 1971-03-04 Crisplant As Fordersystem
DE2739130A1 (de) * 1977-08-31 1979-03-15 Wyhlen Ag Eisenbau Vorrichtung zum anheben, absetzen und foerdern von langgut oder in der art von langgut hintereinander gereihten einzellasten
AT365526B (de) * 1979-02-08 1982-01-25 Wolf Johann Gmbh Kg Transportwagen
DE3037221C1 (de) * 1980-10-02 1982-08-26 Jungheinrich Unternehmensverwaltung Kg, 2000 Hamburg Einrichtu fuer manuelle Lenkung eines automatisch gefuehrten Flurfoerderzeugs
US4416202A (en) * 1981-05-15 1983-11-22 Industrial Management Co. Conveyor bench/work station with shunt

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0533364A1 (fr) * 1991-09-19 1993-03-24 R. Glenn Low Système de transport
DE102010053793B4 (de) 2010-12-08 2024-02-22 Kion Warehouse Systems Gmbh Steuersystem zur Führung eines Flurförderzeugs
DE202011108352U1 (de) 2011-11-28 2012-01-09 Bochenek Maschinenbau UG (haftungsbeschränkt) Stangenverbund
DE102012220757A1 (de) 2011-11-28 2013-05-29 Bochenek Maschinenbau UG (haftungsbeschränkt) Stangenverbund

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