WO2012115652A1

WO2012115652A1 - Kinematic slow delivery lubrication system

Info

Publication number: WO2012115652A1
Application number: PCT/US2011/026185
Authority: WO
Inventors: Walter Srb-Gaffron; Alexander Turek
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 2011-02-25
Filing date: 2011-02-25
Publication date: 2012-08-30
Anticipated expiration: 2013-08-25

Abstract

Lubrication systems for transport systems are disclosed that are powered by a rotating shaft (33) of the transport system. The lubrication system (40) includes a driven shaft (37) coupled to at least a first gear (43) that includes a plurality of inwardly extending slots or engagement surfaces (51). The rotating shaft (33) is coupled to an input crank (42). The second gear (44) includes a plurality of slots or engagement surfaces (51). The input crank (42) is connected to an input pin (52) that engages the slots or engagement surfaces (51) of the first gear (43) for imparting a partial rotation to the first gear (43) for each full rotation of the input crank (42). The first gear (43) includes a first pin (54) that engages the slots or engagement surfaces (51) of the second gear (44) for imparting a partial rotation to the second gear (44) for each full rotation of the first gear (43). The second gear (44) is eccentrically coupled to the connecting rod (34) but coaxially coupled to the rotating shaft (33). The connecting rod (34) moves generally linearly in response to rotational movement of the second gear (44). The connecting rod (34) is coupled to a pump element (38) for intermittently delivering lubricant in response to a continuous rotation of the rotating shaft (33).

Description

KINEMATIC SLOW DELIVERY

LUBRICATION SYSTEM

BACKGROUND

Technical Field: [0001] Systems and methods are disclosed for lubricating a passenger conveyor, in particular an escalator or a moving walk. The disclosed systems are driven kinematically by a rotating shaft and converting the relatively fast rotational motion of the shaft to a slow linear motion for delivering lubricant over prolonged dispense cycles.

Description of the Related Art:

[0002] An escalator includes a plurality of steps that are connected together by one or more circulating step chains that form an endless loop. The escalator steps are arranged to be able to be vertically offset relative to each other along certain portions of the endless loop to create a vertical rise. In contrast, a moving walk includes a plurality of pallets that are joined together by one or more circulating pallet chains for the horizontal transport. In both transport systems, handrails can be provided that are driven via handrail chains. Step chains, pallet chains and handrail chains are typically coupled to one or more drive units by sheaves or sprockets driven by an electric motor.

[0003] To reduce friction and power requirements and to increase the service life of the transport system, the step, pallet and handrail chains should be lubricated at regular intervals. Additionally, escalator and moving walk systems also include parts that require regular lubrication such as bearings, other chains, ropes, etc. Preferably, the lubrication is performed automatically.

[0004] Currently available automatic lubrication systems include: "drip-feed" systems or gravity fed systems that supply lubricant intermittently in the form of droplets applied directly to parts needing lubrication; "oil-mist" or injection spray systems that spray or inject lubricant on parts needing lubrication; and continuous feed systems that deliver lubricant in the form of a stream to parts needing lubrication. Each of these lubricating systems has inherent disadvantages.

[0005] One common disadvantage is inefficient use of lubricant. Simply put, current systems tend to use too much lubricant. Because most lubricants are derived from nonrenewable petroleum sources, wasted lubricant is becoming a greater concern as companies are being encouraged to reduce their use of fossil fuels, reduce their carbon footprint and employ environmentally sensitive policies. Further, wasted lubricant must also be cleaned up and safely disposed of, which may be problematic for the maintenance crew of the transport system or the building owner if a recycling facility is not readily accessible.

[0006] Returning to the disadvantages of currently available lubricating systems, drip-feed systems suffer from difficulties in terms of timing the droplet discharge from the nozzle with the link points of each chain link joint. The flow of lubricant typically cannot be easily moderated with drip-feed systems, which means that lubrication may take place when the escalator or moving walk is stationary, thereby resulting in waste. Drip-feed systems also cannot respond adequately to environmental conditions that require different quantities of lubricant. Furthermore, different lubrication points often require different amounts of lubricant, or different drip rates, which cannot normally be accommodated with currently available drip-feed systems.

[0007] Oil-mist or injection-spray type systems disperse lubricant on areas that do not need lubricant, thereby contaminating the surroundings and wasting lubricant. Finally, the continuous oil feed systems may discharge lubricant at too high of a rate thereby also contaminating the surroundings and wasting lubricant in a manner similar to "oil-mist" lubrication systems.

[0008] As a counter-measure to the excessive lubrication, an oil pan can be disposed below the power transmission train. However, oil pans must be drained thereby requiring additional labor and maintenance expenses and oil pans obviously do not solve the lubricant waste problem. While operators can be employed to lubricate transportation chains manually, such procedures are costly and expose the operators to unnecessary dangers.

[0009] Therefore, a need exists for improved lubricant delivery systems for transport systems such as escalators and moving walks which can more efficiently deliver needed quantities of lubricant than currently available systems and methods.

SUMMARY OF THE DISCLOSURE

[0010] In satisfaction of the aforenoted needs, lubrication systems for passenger conveyors are disclosed that are powered by a rotating shaft of the transport system. The lubrication system includes a driven shaft coupled to at least a first gear that includes a plurality of engagement surfaces that extend inwardly from an outer periphery of the gear. The rotating shaft is coupled to an input crank. The second gear also includes a plurality of engagement surfaces. The input crank includes an input pin that engages the engagement surfaces of the first gear for imparting a partial rotation to the first gear for each full rotation of the input crank. The first gear includes a first pin that engages the engagement surfaces of the second gear for imparting a partial rotation to the second gear for each full rotation of the first gear. The second gear is coupled to a connecting rod. The connecting rod moves generally linearly in response to rotational movement of the second gear. The connecting rod is coupled to a pump element, such as a cylinder or piston, for intermittently delivering lubricant in response to a continuous rotation of the rotating shaft. [0011] In a refinement, a lubrication system for a passenger conveyor is disclosed. The lubrication system is driven by a rotating shaft that is coupled to a multi-stage Geneva gear. The system comprises a driven shaft coupled to at least a first Geneva gear that includes a plurality of engagement surfaces. The rotating shaft is coupled to a connecting rod, at least a second Geneva gear and an input crank. The second Geneva gear also includes a plurality of engagement surfaces. The input crank is connected to an input pin that engages the engagement surfaces of the first Geneva gear for imparting a partial rotation to the first Geneva gear for each full rotation of the input crank. The first Geneva gear includes a first pin that engages the engagement surfaces of the second Geneva gear for imparting a partial rotation to the second Geneva gear for each full rotation of the first Geneva gear. The second Geneva gear is coupled to a connecting rod. The connecting rod moves generally linearly in response to rotational movement of the second Geneva gear. The connecting rod is coupled to a pump element, such as a cylinder or piston, for intermittently delivering lubricant in response to a continuous rotation of the rotating shaft.

[0012] A method is disclosed for pumping lubricant slowly using a rotating shaft of a transport system. The method comprises: providing a driven shaft parallel to and in close proximity to the rotating shaft; coaxially mounting a first Geneva gear on the driven shaft that includes a plurality of inwardly extending engagement surfaces; mounting a connecting rod and a second Geneva gear that includes a plurality of inwardly extending engagement surfaces; eccentrically coupling the second Geneva gear to the connecting rod; coupling an input crank to the rotating shaft; providing an input pin on the input crank that engages the engagement surfaces of the first Geneva gear to impart a partial rotation to the first Geneva gear in response to a full rotation of the input crank and rotating shaft; providing a first pin on the first Geneva gear that engages the engagement surfaces of the second Geneva gear to impart a partial rotation to the second Geneva gear and connecting rod in response to a full rotation of the first Geneva gear; and coupling the connecting rod to a pump for delivering lubricant.

[0013] Additionally or alternatively, the invention may include one or more of the following elements alone or in combination:

[0014] -third and/or fourth gear coupled to the rotating shaft and connecting rod;

[0015] -one or more stop recesses and one or more blocking disks being received in the one or more stop recesses;

[0016] -eccentric coupling between the connecting rod and the second gear; [0017] -coaxial coupling between the rotating shaft and the second gear;

[0018] -coupling the input crank to the rotating shaft opposite the second gear;

[0019] -coaxial mounting of the first and third gears;

[0020] -a cylinder coupled to the connecting rod; [0021] -a piston coupled to the connecting rod; and/or

[0022] -a manifold in communication with the pump element;

[0023] The disclosed systems and methods use substantially less lubricant by delivering smaller, discreet amounts of lubricant, resulting in less waste and reduced maintenance costs.

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] For a more complete understanding of the disclosed methods and apparatuses, reference should be made to the embodiments illustrated in greater detail in the

accompanying drawings, wherein:

[0025] FIG. 1 is a partial perspective view of a disclosed sprocket and multiple Geneva gear set that forms part of the disclosed lubrication system as mounted in an escalator frame adjacent to the main drive chain.

[0026] FIG. 2 is a rear perspective view of the sprocket and multiple Geneva gear set shown in FIG. 1.

[0027] FIG. 3 is a front perspective view of the housing, multiple Geneva gear set and sprocket shown in FIG. 2. [0028] FIG. 4 is a front plan view of the multiple Geneva gear set and sprocket illustrated in FIGS. 2-3, with the housing removed.

[0029] FIG. 5 is a front plan view of the multiple Geneva gear set and sprocket shown in FIG. 4, with the front horizontal support removed thereby exposing the input crank and first and second Geneva gears.

[0030] FIG. 6 is a partial front plan view similar to that shown in FIG. 5 with the input crank removed thereby illustrating a particular slot in the first Geneva gear which receives the pin of the input crank when the gear set is in the position shown in FIG. 5.

[0031] FIG. 7 is a partial rear plan view of the multiple Geneva gear set illustrating the placement of first and second pins on the rear sides of the first and second Geneva gears respectively for imparting rotational movement to the second and third Geneva gears respectively.

[0032] FIG. 8 is a partial front plan view of the multiple Geneva gear set illustrated in FIGS. 1-7 illustrating the second, third and fourth Geneva gears (the fourth Geneva gear is substantially hidden behind the second Geneva gear) and the connecting rod.

[0033] FIG. 9 is a partial rear plan view of the multiple Geneva gear set illustrated in FIGS. 1-8, particularly illustrating the placement of second and third pins on the rear sides of the second and third Geneva gears respectively for imparting rotational movement to the third and fourth Geneva gears respectively. [0034] FIG. 10 is another partial front plan view of the multiple Geneva gear set illustrating the third and fourth Geneva gears and the connecting rod. [0035] FIG. 11 is another partial rear plan view of the multiple Geneva gear set illustrating the third pin disposed on the rear side of the third Geneva gear and the rear side of the fourth Geneva gear which includes no pin, but which is coupled to the connecting rod as illustrated in HG. 13. [0036] FIG. 12 is another partial front plan view of the multiple Geneva gear set, particularly illustrating the fourth Geneva gear and connecting rod.

[0037] FIG. 13 is a partial perspective view of the multiple Geneva gear set, illustrating the coupling between the connecting rod and the fourth Geneva gear.

[0038] FIG. 14 is another partial front plan view of the multiple Geneva gear set, particularly illustrating the eccentric relationship between the rotating shaft and connecting rod.

[0039] FIGS. 15 and 16 are front and rear perspective views of the connecting rod and drive shaft respectively, particularly illustrating the eccentric relationship between the connecting rod and the rotating shaft. [0040] FIG. 17 is a partial rear and bottom perspective view of the multiple Geneva gear set with the connecting rod and rear horizontal support removed thereby illustrating the four Geneva gears.

[0041] FIG. 18 is a partial top view of the multiple Geneva gear set, particularly illustrating the four Geneva gears, three pins, three blocking disks and the connection between the fourth Geneva gear and the connecting rod. [0042] FIG. 19 is a partial rear and bottom perspective view of the multiple Geneva gear set with the gears removed illustrating the rotating shaft, driven shaft, blocking disks and input crank.

[0043] FIG. 20 is a rear perspective view of the multiple Geneva gear set illustrating the connecting rod and four Geneva gears (the second Geneva gear is substantially hidden behind the fourth Geneva gear and connecting rod).

[0044] FIG. 21 graphically illustrates the movements of the connecting rod over an entire stroke cycle of the disclosed multiple Geneva gear set.

[0045] FIG. 22 illustrates speed distribution and magnitudes of the connecting rod over an entire stroke cycle of the disclosed multiple Geneva gear set.

[0046] It should be understood that the drawings are not necessarily to scale and that the disclosed embodiments are sometimes illustrated diagrammatically and in partial views. In certain instances, details which are not necessary for an understanding of the disclosed methods and apparatuses or which render other details difficult to perceive may have been omitted. It should be understood, of course, that this disclosure is not limited to the particular embodiments illustrated herein.

[0047] For example, multiple Geneva gear sets with as few as two or three Geneva gears or as many as five to ten or more Geneva gears can be used for the slow delivery of lubricant in accordance with this disclosure. Further, the number of engagement surfaces, slots or guides per Geneva gear, the shapes of the engagement surfaces, slots or guides, and the number of pins, rollers or drive elements may be varied to adjust the movement of the connecting rod. DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

[0048] FIG. 1 is a partial perspective view of a disclosed multiple Geneva gear set 30 as installed on an escalator system 100. The disclosed lubrication system may also be used in connection with moving walks and other passenger conveyor systems. The multiple Geneva gear set 30, associated pump 38 and manifold 36 (not shown in FIG. 1; see FIG. 2) are installed on the escalator frame 101 which includes a side frame member 102 and a base frame member 103. The main drive chain 104 passes beneath the multiple Geneva gear set 30 and into the gearbox 105 which is coupled to the motor 106 which drives the main drive chain 104. The main drive chain 104 drives a sprocket 107 which, in turn, drives a step band and a handrail drive chain (not shown). A shroud 108 prevents lubricant from being sprayed on other components and also protects workers from the rotating sprockets 107, 109.

[0049] FIG. 2 provides a rear perspective view of a disclosed multiple Geneva gear set 30 disposed within a housing 31 and coupled to a sprocket 32 by a rotating shaft 33. The sprocket 32 may be coupled to the main drive chain (MDC) 104 of a transport system 100 as shown in FIG. 1. FIG. 3 provides a front perspective view which further illustrates the connecting rod 34 extending out through a slot 35 in the housing 31. The connecting rod 34 is coupled to a pump element shown schematically at 38 in FIG. 3 and which, in turn, may be in communication with a manifold shown schematically at 36. The multiple Geneva gear set 30, connecting rod 34, pump element 38 and optional manifold 36 combine to form a lubrication system 40 which is ideal for delivering lubricant slowly despite the continuous rotation of the rotating shaft 33. Preferably, the lubricating system 40 is used in connection with a transport system or passenger conveyor that requires regular delivery of small amounts of lubricant to numerous places in the system, but over spaced-apart time intervals. As shown below, the disclosed lubrication system 40 is ideal for such an application.

[0050] Turning to FIGS. 3-4, with the housing 31 removed for clarity, a front horizontal support 41 connects the rotating shaft 33 and the driven shaft 37. With the front horizontal support 41 removed, as shown in FIG. 5, and input crank 42 is mounted to the rotating shaft 33. The multiple Geneva gear set 30, in this example, includes four Geneva gears including a first Geneva gear 43, a second Geneva gear 44, a third Geneva gear 45 and a fourth Geneva gear 46 which is hidden from view in FIG. 5, but which can be clearly seen, for example, in FIG. 17. In addition to the four gears embodiments illustrated herein, the number of Geneva gears may vary from two to ten or more and the individual gears need not "Geneva" type.

[0051] The four Geneva gears 43-46, connecting rod 34 and various other components are sandwiched between the front and rear horizontal supports 41, 47 (sees FIGS. 1-2). The horizontal supports 41, 47 are connected by a plurality of the strut assemblies 48. [0052] Turning to FIG. 5, each Geneva gear 43-46 includes a plurality of engagement surfaces 51 that receive a pin of a rotating element. The engagement surfaces 51 extend radially inward from an outer periphery of each gear. While the engagement surfaces 51 extend radially inward in a straight fashion as shown in FIG. 5, the engagement surfaces 51 need not be straight, but could be curved or have an alternative geometry to provide a different angular velocity relationship between the moving parts. Further, engagement surfaces 51 in the form of slots are not required; all that is required is a guide mechanism or an engagement surface to impart angular motion from the input crank 42 to the gear 43 as shown in FIG. 5.

[0053] The rate of rotation of each Geneva gear 43-46 depends on the number of guides, slots or engagement surfaces 51 in each gear. In the disclosed example, each Geneva gear 43-46 has seven slots or engagement surfaces 51 so each gear 43-46 rotates l/7th of a rotation for each full rotation of its input crank 42 or corresponding Geneva gear 43-45 as explained below. The number of guides, slots or engagement surfaces 51 may vary, as will be apparent to those skilled in the art.

[0054] In FIG. 5, the input crank 42 includes an input pin 52 (see FIG. 19) at its distal end 53. The input pin 52 may be provided in the form of a roller that is rotatably connected to the input crank 42. In the position shown in FIG. 5, the input pin 52 is accommodated in the slot or engagement surface 51 of the first Geneva gear 43 that is disposed at approximately the three o'clock position. In this position, as shown in FIG. 5, the input crank 42 is rotating with the rotating shaft 33 and, with the input pin 52 disposed in the slot or engagement surface 51, the rotation of the input crank 42 by way of the rotating shaft 33 will impart a partial rotation (l/7th) to the first Geneva gear 43.

[0055] Again, as shown in FIG. 5, the first Geneva gear 43 includes seven slots or engagement surfaces 51 and therefore the input crank 42 must rotate seven times and engage each slot or engagement surface 51 of the first Geneva gear 43 with the input pin 52 in order to rotate the first Geneva gear 43 one full rotation. Thus, the combination of the input crank 42 and first Geneva gear 43 converts one rotation of the rotating shaft 33 into l/7th of a rotation of the first Geneva gear 43. In FIG. 6, the input crank 42 has been removed to reveal the slot or engagement surface 51 at the three o'clock position that accommodates the input pin 52 (FIG. 19) in the position shown in FIG. 5.

[0056] Turning to FIG. 7, a rear view of the first and second Geneva gears 43, 44 is provided. The first Geneva gear 43 includes a first pin 54 on a rear side thereof and the second Geneva gear 44 includes a second pin 55 on a rear side thereof. The first pin 54 imparts rotational movement to the second Geneva gear 44 and the second pin 55 imparts rotational movement to the third Geneva gear 45 (not shown in FIG. 7). As noted above, seven rotations of the input crank 42 are required to impart one revolution to the first Geneva gear 43. Each time the first pin 54 engages one of the engagement surfaces 51 of the second Geneva gear 44, the first Geneva gear 43 imparts l/7th of a rotation to the second Geneva gear 44. Thus, seven rotations of the first Geneva gear 43 are required to impart one full rotation to the second Geneva gear 44. As a result, 49 (7²) rotations of the input crank 42 are required to impart one full rotation to the second Geneva gear 44.

[0057] FIG. 7 also illustrates the means by which each of the Geneva gears 43-46 maintain their position between engagements with a pin. Specifically, in addition to including a plurality of engagement surfaces 51, each Geneva gear 43-46 includes a stop recess 57. During the dwell periods or between indexes or engagements with a pin, the stop recesses 57 engage one of the blocking disks, like that shown at 58 in FIG. 7. The engagement between the stop recess 57 of the second Geneva gear 44 and the blocking disk 58 holds the second Geneva gear 44 in position between indexes or movements caused by engagement between the first pin 54 and one of the engagement surfaces 51 of the second Geneva gear 44. As shown below in FIGS. 17 and 18, blocking disks 78, 58, 76 and 77 may be provided for each of the Geneva gears 43-46.

[0058] Turning to FIG. 8, the first Geneva gear 43 has been removed to show the overlapping relationship between the second Geneva gear 44 and the third Geneva gear 45. A rear view is presented in FIG. 9 with the third Geneva gear 45 disposed at the right and the second Geneva gear 44 disposed at the left. The second Geneva gear 44 includes a second pin 55 which engages one of the engagement surfaces 51 of the third Geneva gear 45 as the second Geneva gear 44 rotates. Each time the second pin 55 engages one of the engagement surfaces 51 of the third Geneva gear 45, the second Geneva gear 44 will impart 1/7 th of a rotation to the third Geneva gear 45. Thus, seven full rotations of the second Geneva gear 44 are required to impart one full rotation to the third Geneva gear 45. As a result, it takes 343 (7³) rotations of the input crank 42 to impart one full rotation to the third Geneva gear 45. The third Geneva gear 45 includes a third pin 56 disposed on a rear side thereof for imparting rotation to the fourth Geneva gear 46 as discussed below connection with FIGS. 9-10. [0059] Turning to FIG. 10, the first and second Geneva gears 43, 44 and the input crank 42 have been removed for clarity. The third Geneva gear 45 overlaps the fourth Geneva gear 46. As seen in rear side view of FIG. 11, the third Geneva gear 45 includes a third pin 56 that imparts rotation to the fourth Geneva gear 46. Again, it takes seven rotations of the third Geneva gear 45 to impart one full rotation to the fourth Geneva gear 46 and therefore 2401 (7⁴) rotations of the input crank 42 are needed to impart one full rotation to the fourth Geneva gear 46. [0060] FIGS. 12-13 illustrate a connection between the fourth Geneva gear 46 and the connecting rod 34. The connecting rod 34 is sandwiched between a disk 61 and the fourth Geneva gear 46 (see FIG. 13). A plurality of fasteners 62 (FIG. 12) are used to secure the fourth Geneva gear 46 to both the connecting rod 34 and a disk 61. It will be noted that the connecting rod 34 is mounted eccentrically with respect to the rotating shaft 33 and the fourth Geneva gear 46. This is further explained in connection with FIGS. 14-16.

[0061] Turning to FIG. 14, the connecting rod 34 includes a distal end 62 for connection to a pump element 38 (FIG. 3), such as a cylinder or piston, and a proximal and 63 which includes an enlarged opening 64 covered on the rear side thereof by the disk 61 (FIG. 16). The enlarged opening 64 enables the connecting rod 62 to be eccentrically mounted over the rotating shaft 33 to provide an eccentric relationship between the connecting rod 62 and the rotating shaft 33, the fourth Geneva gear 46, the second Geneva gear 44 and the input crank 42. The eccentric relationship between the connecting rod 62 and various components illustrated in FIGS. 14-16 insures that rotational movement of the fourth Geneva gear 46 that is imparted to the connecting rod 34 provides up and down vertical movement of the distal end 62 or eye 65 of the connecting rod 34 from the orientation of FIG. 14 or, more simply, rotational movement imparted to the connecting rod 34 by the fourth Geneva gear 46 results in linear movement of the distal end 62 or eye 65 of the connecting rod 34.

[0062] FIG. 18 provides a side view of the multiple Geneva gear set 30. A retaining ring 71 is used to secure the sprocket 32 to the rotating shaft 33. A washer 72 is disposed between the retaining ring 71 and the sprocket 32 as also illustrated in FIG. 2. An adjustable retaining mechanism 73 secures the rotating shaft 33 to the front and rear supports 41, 47. Front and rear bearings 74, 75 respectively to provide rotational support for both ends of the rotating shaft 33. The first pin 54 is disposed under the first Geneva gear 43. The second pin 55 is disposed under the second Geneva gear 44. The third pin 56 is disposed under the third Geneva gear 45. The input pin 52 associated with the input crank 42 can be seen in FIG. 19. [0063] FIG. 19 shows the first blocking disk 78 used to hold the first Geneva gear 43 in place between indexes. FIG. 19 also shows the second blocking disk 58 used to hold the second Geneva gear 44 in place between indexes, the third blocking disk 76 used to hold the third Geneva gear 45 in place between indexes, and the fourth blocking disk 77 used to hold the fourth Geneva gear 46 in place between indexes as illustrated in FIG. 20. [0064] FIG. 21 graphically illustrates the linear movement of the distal end 62 or eye 65 of the connecting rod 34 over an entire stroke period, which, in the example provided, amounts to 2401 rotations of the input crank 42 over the time period of about 4400 seconds (73.33 min.). The line 81 represents the division between the input and output, with the input appearing to the left of the line 81. Horizontal portions 82 of the curve 83 represent periods of no movement of the connecting rod 34, or dwell periods. The vertical sections 84 of the curve 83 represent maximum speed zones for the connecting rod 34. FIG. 22 graphically illustrates the speed and distribution and magnitude (mm/sec) over an entire stroke period (-4400 seconds, which will vary greatly based on the angular velocity of the rotating shaft 33, the geometries of the input crank 42 and Geneva gears 43-46, etc.). [0065] While only certain embodiments have been set forth, alternatives and modifications will be apparent from the above description to those skilled in the art. These and other alternatives are considered equivalents and within the spirit and scope of this disclosure and the appended claims. For example, the second and fourth gears are shown and described in the figures as being coaxially mounted on the rotating shaft and the third gear coaxially mounted with the first gear. This arrangement provides a compact arrangement of the gearing system and may be preferred; however, other mounting arrangements for the gears are possible and may be used to achieve the desired results of the invention. In addition, the gears are disclosed as being eccentrically coupled to the connecting rod to impart generally linear motion to the connecting rod. However, other means to convert the rotational motion of the gears into the generally linear motion of the connecting rod are possible.

Claims

CLAIMS:

1. An intermittent lubrication system (40) driven by a rotating shaft (33) that is coupled to a multi-stage gear set (30), the system comprising:

a driven shaft (37) being coupled to at least a first gear (43), the first gear (43) comprising a plurality of engagement surfaces (51) that extend inwardly from an outer periphery of the first gear (43),

the rotating shaft (33) being coupled to an input crank (42),

a second gear (44) comprising a plurality of engagement surfaces (51) that extend inwardly from an outer periphery of the second gear (44),

the input crank (42) having a distal end (62) that engages the engagement surfaces (51) of the first gear (43) for imparting a partial rotation to the first gear (43) for each full rotation of the input crank (42),

the first gear (43) comprising a first pin (54) that engages the engagement surfaces

(51) of the second gear (44) for imparting a partial rotation to the second gear (44) for each full rotation of the first gear (43),

the second gear (44) being coupled to a connecting rod (34), the connecting rod (34) moving in response to rotational movement of the second gear (44), and

the connecting rod (34) being coupled to a pump element (38) for intermittently delivering lubricant in response to a continuous rotation of the rotating shaft (33).

2. The system of claim 1 further including a third gear (45) coupled to the driven shaft (37) and a fourth gear (46), the third and fourth gears (45, 46) each include a plurality of engagement surfaces (51), the fourth gear (46) coupling the second and third gears (44, 45) to the connecting rod (34).

3. The system of claim 2 wherein the second gear (44) includes a second pin (55) that engages the engagement surfaces (51) of the third gear (45) for imparting a partial rotation to the third gear (45) for each full rotation of the second gear (44).

4. The system of claim 2 wherein the third gear (45) includes a third pin (56) that engages the engagement surfaces (51) of the fourth gear (46) for imparting a partial rotation to the fourth gear (46) for each full rotation of the third gear (45).

5. The system of claim 1 wherein each gear (43-46) comprises a plurality of stop recesses (57), each stop recess (57) of each gear (43-46) being disposed between two engagement surfaces (51), the system further comprising a plurality of blocking disks (78), each blocking disk (78) being received in one of the stop recesses (57) of one of the gears (43-46) between rotational movements of said one of the gears (43-46).

6. The system of claim 1 wherein the pump element (38) includes a cylinder coupled to the connecting rod (34).

7. The system of claim 1 wherein the pump element (38) includes a piston coupled to the connecting rod (34).

8. The system of claim 1 wherein the pump element (38) is in communication with a manifold.

9. The system of claim 1 wherein the second gear is eccentrically coupled to the connecting rod.

10. The system of claim 1 wherein the second gear is coaxially coupled to the rotating shaft.

11. The system of claim 10 wherein the input crank is coupled to the rotating shaft opposite the second rear from the connecting rod.

12. The system of claim 2 wherein the third gear is coaxially mounted with the first gear.

13. A lubrication system (40) for a passenger conveyor (100), the lubrication system (40) driven by a rotating shaft (33) that is coupled to a multi-stage Geneva gear, the system comprising:

a driven shaft (37) passing through at least a first Geneva gear (43) that includes a plurality of inwardly extending engagement surfaces (51), the rotating shaft (33) passing through a connecting rod (34) and at least a second Geneva gear (44) before passing through and being coupled to an input crank (42), the second Geneva gear (44) includes a plurality of inwardly extending engagement surfaces (51),

the input crank (42) being connected to an input pin (52) that engages the engagement surfaces (51) of the first Geneva gear (43) for imparting a partial rotation to the first Geneva gear (43) for each full rotation of the input crank (42),

the first Geneva gear (43) including a first pin (54) that engages the engagement surfaces (51) of the second Geneva gear (44) for imparting a partial rotation to the second Geneva gear (44) for each full rotation of the first Geneva gear (43),

the second Geneva gear (44) being coupled to the connecting rod (34), the connecting rod (34) moving in response to rotational movement of the second Geneva gear (44), and the connecting rod (34) being coupled to a pump element (38) for intermittently delivering lubricant in response to a continuous rotation of the rotating shaft (33).

14. The system of claim 13 further including a third Geneva gear (45) mounted over the driven shaft (37) and a fourth Geneva gear (46) mounted over the rotating shaft (33) between the second Geneva gear (44) and the connecting rod (34), the third and fourth Geneva gears (45, 46) each include a plurality of inwardly extending engagement surfaces (51), each engagement surface (51) disposed between two stop recesses (57),

the fourth Geneva gear (46) coupling the second and third Geneva gears to the connecting rod (34).

15. The system of claim 14 wherein the second Geneva gear (44) includes a second pin (55) that engages the engagement surfaces (51) of the third Geneva gear (45) for imparting a partial rotation to the third Geneva gear (45) for each full rotation of the second Geneva gear (44).

16. The system of claim 15 wherein the third Geneva gear (45) includes a third pin (56) that engages the engagement surfaces (51) of the fourth Geneva gear (46) for imparting a partial rotation to the fourth Geneva gear (46) for each full rotation of the third Geneva gear (45).

17. The system of claim 13 further including a first blocking disk (78) mounted on the rotating shaft (33) between the second Geneva gear (44) and the input crank (42), the first blocking disk (78) being received in one of the stop recesses (57) of the first Geneva gear (43) between rotational movements of the first Geneva gear (43).

18. The system of claim 13 further including a second blocking disk (58) mounted on the driven shaft (37) behind the first Geneva gear (43), the second blocking disk (58) being received in one of the stop recesses (57) of the second Geneva gear (44) between rotational movements of the second Geneva gear (44).

19. The system of claim 14 further including a third blocking disk (76) mounted on the rotating shaft (33) between the second and fourth Geneva gears, the third blocking disk (76) being received in one of the stop recesses (57) of the third Geneva gear (45) between rotational movements of the third Geneva gear (45).

20. The system of claim 14 further including a fourth blocking disk (77) mounted on the driven shaft (37) between the first and third Geneva gears, the fourth blocking disk

(77) being received in one of the stop recesses (57) of the fourth Geneva gear (46) between rotational movements of the fourth Geneva gear (46).

21. The system of claim 13 wherein the pump element (38) includes a cylinder or a piston coupled to the connecting rod (34).

22. The system of claim 13 wherein the pump element (38) is in communication with a manifold.

23. The system of claim 13 wherein the second gear is eccentrically coupled to the connecting rod.

24. The system of claim 13 wherein the second gear is coaxially coupled to the rotating shaft.

25. The system of claim 24 wherein the input crank is coupled to the rotating shaft opposite the second rear from the connecting rod.

26. The system of claim 14 wherein the third gear is coaxially mounted with the first gear.

27. A method for pumping lubricant slowly using a rotating shaft (33) of a transport system, the method comprising:

providing a driven shaft (37) parallel to the rotating shaft (33);

coaxially mounting a first Geneva gear (43) on the driven shaft (37);

mounting a connecting rod (34) and a second Geneva gear (44), each Geneva gear (43, 44) including a plurality of inwardly extending engagement surfaces (51),

coupling the second Geneva gear (44) to the connecting rod (34);

coupling an input crank (42) to the rotating shaft (33);

providing an input pin (52) on the input crank (42) that engages the engagement surfaces (51) of the first Geneva gear (43) to impart a partial rotation to the first Geneva gear (43) in response to a full rotation of the input crank (42) and rotating shaft (33);

providing a first pin (54) on the first Geneva gear (43) that engages the engagement surfaces (51) of the second Geneva gear (44) to impart a partial rotation to the second Geneva gear (44) and intermittent vertical movement to the connecting rod (34) in response to a full rotation of the first Geneva gear (43).

28. The method of claim 27 wherein:

the first and second Geneva gears (43, 44) further comprising a plurality of stop recesses (57), each stop recess (57) being disposed between engagement surfaces (51), mounting a first blocking disk (78) mounted on the rotating shaft (33) between the second Geneva gear (44) and the input crank (42), the first blocking disk (78) being received in one of the stop recesses (57) of the first Geneva gear (43) between rotational movements of the first Geneva gear (43); and

mounting a second blocking disk (58) mounted on the driven shaft (37) behind the first Geneva gear (43), the second blocking disk (58) being received in one of the stop recesses (57) of the second Geneva gear (44) between rotational movements of the second Geneva gear (44).