DE2232739A1 - PATERNOSTERY TRANSPORT, IN PARTICULAR LIFT DEVICE - Google Patents

Description

Patent attorneys Dr. ing. H. Negendank 2232739

Dipf. Ing.H. Hauck Dipl. Phys. W. Schmitt Dipl. Ing. E. Graalfs -

Dipl. Ing. W. Wehnelt / 3rd JljH 1972

2 Hamburg 36 w

Neuer Wall 41

"Paternoster-like transport, in particular lifting device ¹¹

The invention relates to a transport device, in particular a lift device in the manner of a paternoster with a closed one Loop-forming railways for the operation of a Number of access stations.

The usual lift devices for operating several floors of a building are based on an upward and downward movement of a lift car within a single lift shaft, the cabin at individual, spaced-apart access stations, preferably in the individual Floors can be stopped and loaded or unloaded. Each lift cabin has a special lift shaft, and the car moves between two end stations, usually the highest and lowest points of the Represent building or the like.

The elevator cars usually run along opposite guide rails; they are driven by large Electric motors and suspension ropes. A counterweight belongs to the cabin, which balances the weight of the cabin and compared to the cabin connected via the rope executes a countermovement. In large buildings with a large number of visitors

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Several lift shafts, each with a lift cabin, are dense provided, and a whole series of lifts is necessary to move people and freight. With the help of program controls the elevator cars are controlled in such a way that they achieve a maximum conveying capacity.

If a building is now equipped with a large number of elevator shafts and elevator cabins in order to be able to transport a maximum number of people within a given time, the number of elevators must be based on the times of burst operation. In large buildings, accordingly, many lifts will be provided in order to be able to transport people between different floors within a certain time, the transport from different floors to the ground floor during peak times being of great importance for the design. These lift devices are extremely uneconomical in that each lift car blocks a shaft, both for the upward and for the downward movement. This is highly inefficient and usually involves waiting times and delays in moving people from one floor to another. This is extremely unsatisfactory. Usually, the lift devices are so designed today that they can convey a building within 5 minutes about 10% to 15% of the total workforce * A typical high-rise building with 110 levels, which receives approximately 16,000 persons terauo & therefore t aq al; 38 inde-

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pending elevator shafts or a total of 88 separate double decks. With a setup like this, about 2,400 People are transported, such a design already represents a very high lift density.

It is the object of the invention to create a lift device which has a greater utilization of the lift shafts and a allows greater transport density.

The invention is achieved in that a transport device is created with a continuous flow, which ai * · Has rails for continuous travel and stop rails that are assigned to the rails for continuous travel, switching means are provided which allow a number of independently driven cabins in one Manhole or on a number of tracks. The moving car can be supported by a guide rail for continuous drive to be transferred to a stop rail, on which the car is stopped at an access station can be, while at the same time another cabin move past the stopping upper cabin can. This structure is extremely efficient and reduces the space required for a given conveying capacity; at the same time the utility value of what is available Increased space. Since the device of the invention is highly economical, the overall manufacturing cost can be reduced a building by more than 10% to 12%

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reduce «For άοη aas üsMiIQl® users, the waiting times and the inconveniences associated with normal lift operation are reduced at the same time.

The invention can be described in simple terms in such a way that it initially facilitates the use of a number of access stations. For this purpose, guide rails are used which enable a continuous flow and are arranged at a distance from bumper rails which are adjacent to the access stations and interact with the guide rails. In FlußriohtiEig cabins can be moved along the guide rails independently of one another. With the help of a Schisnsnschaltvorriehtung the cabins can be transferred from the guide rail to a stop rail, then cabins that are on the continuous guide rails eat-lang Isswegen, other cabins that are currently on the stop rails can pass.

After a Ausfühningsfona of the invention, "the stop rails run parallel to the guide rails. The guide rail sections in total consist of spaced-apart guide rails which form continuous loops * consist In the same manner the stop rail tracks from 3iBi3ffi pair of spaced apart stop rail © ri ₅ wherein the stop rails In each case a pair of the guide rails are adjacent. The stop loops are preferably arranged parallel to the guide rails,

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and over a larger part of its length "

According to a further embodiment of the invention, the individual Cabins with self-assigned drive devices, preferably in the form of one or more linear ones Induction motors are equipped to make the cabins independent can move from each other along the rails. Furthermore, specially controllable rail sub-devices are provided, which have crossed rails extending from the guide rails to the stop rails. The rail dividing device is inserted into discontinuous portions of the guide rails and the stop rails and after Kind of a switch so rotatable that a guide rail transfer a car to a stop rail or this from the Stop rail can guide back to the guide rail. Each individual cabin is in turn arranged on the rails in such a way that that it can be moved away from this in order to apply to an access station. Conversely, the capsule can be pulled away from the access station and pivoted between the rails.

The transport device according to the invention can be operated in various ways. One operating mode is included the one in the manner of a lift, wherein the guide rails and the stop rails extend vertically and the Access stations are located one on top of the other. «In another design, the cables» are horizontal between several

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adjacent access stations moved. Yet another embodiment has guide rails and stop rails on, which extend partly in the horizontal plane and partly in the vertical plane, with correspondingly Line up the access stations in a horizontal or vertical direction.

In the case of a lift with access stations arranged one above the other One of the access stations can be located on a first shaft and the other access stations on a second shaft. The first rails are then in the first shaft, and the second rails are arranged in the second shaft « Connecting rails are then arranged between the two shafts, and they move in one of the shafts Cabins then only upwards and in the other shaft only downwards, with the transition between the two shafts above the connecting rails takes place.

In the device according to the invention with a number of cabins running along the rails in a continuous river are movable, the cabins can be stopped at certain access stations. The first stop rails are assigned to the first guide rails and the second stop rails to the second guide rails, in this case The cabins can move from the first guide rails to the first stop rails and back and also from the second FUhzu the second stop rails and moved back

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will. The cabins of this lift device are basking own drive motors provided so that the cabins on all Rails can be moved along.

The present invention thus includes transport containers, such as cabins, which move along a pair of rails and Can rotate relative to the rails so that the cabins always remain in a vertical position, regardless of which one The rails have an incline relative to the horizontal. A first running gear frame is used for this purpose, the wheels of which run along the rails and travel along the curvatures of the rails. On this first chassis frame, second stalks are articulated, which twist with respect to the first frame can. The second frame has support arms that connect it to the cabin. This means that the cabins can be rotated connected to the first chassis frame.

In another preferred embodiment of the invention the drive devices are attached to the respective first frame, around this and thus the car on the Sctiienenpaaren to be able to move along. The Fahrwerkrafejsen includes actuating means with which the previously described Brackets can be operated to move the cab relative to the first and second frames. Farther coupling means are connected to the second frame which have substantially the same angular relationship between the cab

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and the rails during the sliding movement relative to the allow second frame.

According to a further embodiment of the invention, the second frame is essentially a stationary running gear frame, and the rotatable frame is preferably a rotatable landing gear frame. The cabins are generally containers, which either are set up to transport people or cargo, the first rails are a kind of guide rails for a continuous cabin travel, while the second rails represent stop rails. The support arms that hold the cabin are articulated on the second frame and on the cabin. The pressure means actuated means preferably exist from a hydraulic cylinder with a piston displaceable opposite it.

The invention is explained in more detail using the exemplary embodiment shown in the drawing. Show it:

1 is a perspective view of a schematic embodiment a paternoster-like elevator,

Fig. 2 is a side view of the patemoster-like lift according to the invention with the cabs arranged in a building,

FIG. 3 is a perspective view showing FIG Guide rails and the cabs guided by them,

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Fig. 4 is a vertical section showing the details of the paternoster Lift structure shows

Fig. 5 is a side view of a detail of the structure according to Fig. 4,.

6 shows a plan view of the lifting device according to the invention,

Fig. 7 is a vertical section of the device shown along line 1-1 of Fig. 6;

Fig. 8 is a schematic plan view of a modified embodiment of the structure with a loop for continuous Ride on vertical and horizontal tracks,

9 shows a schematic plan view of a further embodiment the transport device with track loops,

Fig. 10 is a perspective view of a detail of another embodiment similar to that of Figure _# 3

11 shows a schematic view of a section again of a modified device according to the invention,

11a shows a side view of a section from the device according to Fig. 11,

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12 is a diagrammatic enlarged view of the modified embodiment.

In Figs. 1 to 7, a paternoster-like lift device T is shown, with which it is possible to use a larger Number of access stations to be able to operate. But it is of course also possible, the same construction too to be used for other transport purposes.

In FIGS. 3 and 4, S denotes an elevator shaft in a building B, which is provided with a number of access stations A on the ascent arm of the movement path and with one Number of access stations A-, on the descent arm of the continuous one Trajectory is provided. In this way it is possible to have a pair of interacting shafts in one building one of which contains rails for upward movement and the other of which contains rails for downward movement. at 3 and 4, the rails 10 and 12 are both for uphill travel and downhill travel arranged in the elevator shaft S and of arched structure. In addition, each of the pairs of rails 10 and 12 is vertical spaced apart rail sections 14 and 16 provided, which at their upper and lower ends over curved Connecting sections 18 and 20 are connected to one another (Fig. 1). Me vertical rail sections 14 serve as Ascent and the vertical rail sections 16 as descent arms,

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The vertical rail sections 14 and 16 of the continuous Guide rails 10 and 12 are so-called stop rails assigned. An ascending stop rail 22 is assigned to the vertical rail section 14, while to the vertical rail section 16 of the guide rail 10 a descending stop rail 24 belongs. In the same way, the vertical rail section 14 is a descent stop rail A stop rail section 24 is assigned to 22 and a vertical rail section of the continuous guide rail 12. The stop rails 22 have curved sections 26 and 28 at their upper and lower ends, which into the upper curved sections 18 and the lower curved sections 20 of the guide rails 14 and 16 pass over.

A plurality of cabins 30 can be moved along the guide rails 14 and 16 and the stop rails 22 and 24. Like Fig. 1 shows, the cars 30 on the right-hand section of the rails 10 and 12 can be moved upwards, which is why the right-hand one Schienenzweig was previously referred to as the ascent arm. On the other hand, the cars 30 move downwards on the rails 14, and the left branch of the lift device is therefore called the descent arm. The cabins 30 therefore move in a uniform movement along the continuous rails 10 and 12, in the area of the ascent arm with the Drive rails 16 up, there over the arched sections at the upper rail ends to the descent rails 14.

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change and then go downhill. In the same way the cabins are moved from the descending rails 14 in curved sections 20 at the lower ends thereof to the Transfer ascending rails 16, The cabins rise thus alternately up or down at tracks 24 and 22, as described in detail below will.

All cabins 30 are between cooperating during operation stationary undercarriage frame 42 and two rotatable or rotatable spaced apart and cooperating Suspension frame 32, so-called cabin girders, each of which is suspended with one or the other of the continuous Guide rails 10 and 12 cooperate. The rotatable frames 32 are in position with respect to the rails not fixed because they move along the rails and they rotate with respect to the rails on which they are attached run along relative to the cabin. The stationary frames 32 are referred to as being stationary with respect to the cabins 30, there they move only with the cars 30 and rotate relative to the rails over which they pass. The cabin 30 is attached in an articulated manner to a lower pair of support arms 34 with the aid of hinge pins 36 and with the help of a pair of upper support arms 38 which are hinged to hinge pins 40 (Figures 1, 3 and 4). Each of the arms 34 and 38 is on the other side by means of hinge pins 44 and 46 to the stationary chassis frame 42 articulated. This structure will

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¹ I ■■ '

reinforced with the help of an upper cross strut 48, which also engages the upper hinge pin 46, as well as by means of a lower stabilization strut 50, which is stopped on the pivot pin 36 of the cabin 30.

The stationary running gear frames 42 are then in turn rotatable on the two opposite and interacting with them Chassis frame 32 fixed with the aid of central pivot pins 52. Each of these revolving central pivot pin frames 32 guides a pair of double-conical steel wheels 54 which guide the car along guide rails 14 and 16 as well how the stop rails 22 and 24 lead. Each of these rails used in the device according to the invention is shown in FIG a horizontal section, preferably rectangular. Conical sections 56 of the wheels are dimensioned so that they with the different rails cooperate in the manner shown in FIG. The wheels 54 are axially extending with Hubs 58 which engage with pins in roller bearings 60, which in turn are in the rotatable running gear frames 32 are used. Each of the two wheels 54 in each of the bogies can rotate through 360 ° by means of a swivel ring carrier 62, which serves to hold the bearings 60 in the manner shown in FIG.

A hydraulic cylinder 64, which is provided with an extendable piston 66, is arranged on each of the undercarriage frames 42 is, which is articulated on the upper bracket 38 on the in Fig.

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acts shown way. Hydraulic cylinders 64 and pistons 66 are provided on both sides of the cab. Will The pistons 66 are pushed outwards, then they rotate the support arms 38 about the pivot pins 36, and the cabin 38 is opposite the guide rails 14 and 16 moved to the outside. The pistons 66 by means of the hydraulic cylinder 64 on the other hand withdrawn, then the cabin 30 is lowered again by turning back the support arms 38 and attached to the Guide rails 14 and 16 brought up. This process is illustrated in FIGS. 1 and 3, it being noted that When the pistons 66 are fully retracted, the cabs 30 are essentially located between the guide rails 14 and 16, while they are moved so far away from the rails when the piston 66 is fully extended that they are in the immediate vicinity Near the upper access stations A or any of the lower access stations Ao (Fig. 4).

The exact alignment of the cabin 30 through its central pivot pin 52 takes place with the aid of a concentric Position monitoring disc clutch 68 or any other corrective gear. The clutch also takes care of a constantly constant angle of position of the rotatable chassis frame 32 during a transport cycle. The support arms 34 and 38 each form parallelograms, so that the cabin from the driving position between the rails (as shown in Fig. 3, the lower left cabin) into an access

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step or stop position can be moved in which in Figo 3 the cabin located at the top right is located. The cabin is always located by means of the disc clutch 68 in a vertical position »

Each of the revolving landing gear frames 32 is equipped with one or more electric motors, preferably linear induction motors 70, which the cabs on the guide rails 14 and 16 as well as on the stop rails 22 and 24 lead. The linear induction motors 70 provide both the motion required to move the car also braking power. In this way, each car 30 can be moved independently of the other along the rails provided. It has been shown that the linear induction motors used in the context of the invention with a power of around 150 kW can lift a weight of around 1,575 kg to 1,800 kg. This means that the cabs are accelerated by about 1.05 m / sec possible. To monitor the movements of the individual cabins 30 along the predetermined rails is not one The guide control device shown is provided, which ensures that no collisions can occur during the revolution, with which the entire lift device works under fault-free conditions.

Along the ascent rails 16 and 24 are in the area of access Stations, rail sub-devices 72 are provided, as is the case with each access station A ^ on the descent rails 14

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7237739

and 22. Each rail sub-device 72 contains shift rails 74 and 76 which cross one another and are connected to one another at the intersection via an articulated connection 75. The outer surfaces of the shift rails 74 and 76 are attached to longitudinal rail pieces 78 and 80. The longitudinal rail pieces 78 complement the vertical rail sections 14 and 16 of the guide rails 10 and 12, just as they also complement the stop rails 22 and 24. When the rail dividing device is in a non-dividing position, as shown in FIG. 3, then the cars can be moved along the rails 10 and 12 The rotatable running gear frame 72 passes from the guide rails 14 to the stop rails 22. Conversely, the frames 32 are also transferred from the stop rails 22 to the guide rails 14 _(the same also applies to the rails 16 and 24).

Fig. 4 shows the rotation of a rail part device 72 in the clockwise direction. In this position, a car 30 is from the guide rail 14 is transferred to the stop rail 22. If the rail part device 72 is rotated counterclockwise on the other hand, then the lower part of the shift rail 76 come into alignment with the stop rail 24, and the upper part of the shift rail 76 goes accordingly into the guardrail section 16 of the rail lines 10 and 12. The cabin 30 is in this way of the

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Stop rail returned to the guide rails.

The operation of the paternos calling device according to the invention can best be followed with reference to FIGS. A number of cars 30 can be moved along the rails 10 and 12. If it is desired to stop a car at a desired upper exit station A _Q , then the car running along the guide rails 16 of the rail lines 10 or 12 is transferred to the stop rails 24 and, as FIG. 4 shows, after braking at the station stopped. In this case, the car 30 is moved outwardly away from the rails by means of the support arms 34, 38 into the immediate vicinity of the access station A _Q. The deepest of the cabins shown in FIG. 4 is thus ready to accommodate a passenger or a load. After the desired loading has been carried out by a passenger or by cargo, the support arms 34 and 38 are rotated back to the rail tracks, and by means of a rail dividing device 72 the car then moves back on its further movement from the stop rail 24 to the guide rail 16 which it can move smoothly.

Fig. 2 shows the smooth flow of the various cabins in more detail. A cab 90 similar to that previously described Cabin 30 completely corresponds, is stationary at the first intended for upward travel

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??: ϊ? 739

Access station Α .. The car 90 is guided on the stop rails 24. At this point in time, a car 92 is driving past the car 90 on the guide rails 16 of the rail lines 10 and 12; in the illustration there are also further cars 94 and 96 standing still at the access stations Α- * and Αλ, these cars also being at the Stop rails 24 are guided. The car 24, which had previously stopped at station A, - now begins to move away from the access station and to move past the car 98 stopping at the next access station Ag. Another cabin lOü is just in the curved rail section 18 to drive over to the descent arm with the uppermost access station, in the course of the downward movement there is a cabin 102 on the guide rails 14 for continuous travel, in the further course of the descent arm a cabin 106 is on an access station Ay for downward travel has been brought up, in dashed form it is shown how this car is just beginning to drive past the car that is just stopping _{at the access station A Q and merges into the continuous guideway.} On the continuous guideway 14, a car 110 continues to move downwards in the direction of the curved rail section 20, and a car 112 is just traveling through the floor loop in order to merge back into the ascent track.

The cabins move during the continuous journey

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along the guide rails 14 and 16. To slow down and The cabins are stopped at an access station by means of The rail part device 72 is transferred to the stop rails 22 and 24. Also accelerating from a standing start in the area Of course, an access station takes place on the stop rails 22 and 24. Cabins, which are in the passage are driven past cabins that are stopping at access stations or that are currently being braked will be accelerated to stop at or away from such an entry station. This way of working results in minimal waiting times for each car, and the elevator shaft is optimally used. It will be at this Embodiment only requires one shaft S, either for the ascent or for the ascent movement and the descent movement. In the interest of preserving hall space, it is used in In many cases, however, it is desirable to use a shaft for the ascent movement and another shaft for the descent movement, so that the rail sections 16 in the Ascent shaft and rail sections 14 will be housed in the descent shaft, in this case the stop rails 22 can be accommodated in the descent shaft and the stop rails 24 in the ascending shaft. Both shafts will be connected via the curved sections 18 and 20. The number of cabins radiated for use depends on the number of access stations and on the overall dimensions and the possibilities for the

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Transport system. In a lift device, the number of cabins will increase according to the height of the building.

The cabins will always be in a vertical position, since they are suspended between two rotating bogies 32 by bogies 42 secured against rotation. the Undercarriages 32 rotate as they pass through the curved sections 18 and 20. Nevertheless, the respective cabin will be are always in a vertical position.

The internal structure of a cabin will be adapted to the cargo intended for it. So becomes a cabin that is used for transportation of cargo is suitable to be padded to protect against damage. In contrast, the cabin is used for transport used by people, it will be lighted and ventilated and have all those facilities with which lift cabins are usually equipped. With the help of the lift device according to the invention, the waiting times can be greatly reduced, as well as the transport capacity is markedly higher than that of conventional devices. It should be noted that the lift device is designed to operate as safely as possible. This can be in this way ensure that the cabins are driven independently of one another and that there is a high transport capacity even if there is a large amount of work in a building in which both

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for example fire or other hazards occur. Farther individual booths can be pulled out of the device without in any way affecting the working characteristics of the same to influence. When a booth is removed, the operation of the rest of the device is not affected in any way. Passenger cabins and freight cabins can also alternate with one another, which makes the whole way of working even more flexible.

From the whole structure of the transport device it follows that the present invention is both vertical and horizontal as well as in loops, as well as in a vertical and horizontal combination as shown in Fig. 8 is shown. A pair of tracks 120 and 122 that are sanded along their course is used with switching tracks 124, which allow a changeover from the horizontally looped tracks 122 to the vertically looped tracks 124. It should also be understood that one or more sets of horizontal rails in a building or complex of buildings could include a Pair of vertical rails can be connected. Fig. 9 shows another structure where an inclined access loop 126 with a vertical loop 128 over a shift rail assembly 130 is connected. This structure is particularly suitable in special terrain situations or with special urban needs. Of course, various combinations of these arrangements can also be used Use to be brought. So can the different cabins

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compared to a vertically looped arrangement in a horizontally looped arrangement people or cargo of transport from one place to another, as is the case, for example, with some kind of subway. Such a one Underground transport device according to the invention can of course also be very economical can be used vertically and horizontally.

If the paternoster-like transport device according to the invention For example, if used in the manner of a lift, then it considerably reduces that for one in a building or a different structure at a given flow velocity required shaft space, which is the profit effectively available space is increased as a result of the optimal use of the shaft, which is a gain. Accordingly, in public buildings and department stores or the like, economic profitability becomes or the available sales area of the entire Building area increased. In addition, the number of elevator shafts otherwise used is reduced by the use of the paternoster-like Lift device according to the invention can be significantly reduced, which increases the construction costs and in many cases the Reduce capital investments by 10% to 12% and more. One Further reduction of investment capital and operating costs is due to the very economic utilization the equipment brought in for the majority of the buildings and

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achieved by making good use of the looped railway shafts.

For a user of a building brings the paternoster-like transport device according to the invention when used as Lift with it a reduction in the normal waiting times that are common with lift devices currently in use is. This reduces the usual inconveniences associated with using a lift.

As an example, consider a building with 110 floors and around 16,000 visitors. Such a building will be equipped with 88 lift shafts with tandem double-decker cabins. Such a lift arrangement is designed in such a way that that they are capable of every 5 minutes is to carry 2,400 people. This corresponds to about 15% the housing visitor or user. When using the lift device according to the invention can with a single Loop in two shafts in 5 minutes, 2,040 people can be transported. Four shafts with a double loop can therefore transport 4,080 people in 5 minutes. This increases the hourly transport rate to 49,000 people. That is much more than the flow rate that can be achieved with the much larger number of conventional lifts can be. The existing high transport capacity of the transport device according to the invention allows the

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Set of a tcII integrated three-dimensional transport matrix for the transport of goods and people. The transport device according to the invention provides because of its large capacity for a lower energy consumption than it with fully integrated three-dimensional urban motion devices the case is. The transport device according to the invention is unique with regard to the large safety factor the construction in connection with its high economic efficiency.

The interchangeability of passenger and freight container cabins within a given device brings a great deal of operational flexibility and allows economical one Utilization both in industrial buildings and in the transportation industry. The device according to the invention can be used in a wide variety of buildings and can be used in di2s @ & for the usual purpose with each cabin arrangement corresponding to a certain number of floors. Staying or repairing individual Cabins in no way affect the operation of the rest Device parts.

8 and 9, another modified embodiment of the ScM ^ nenschalworrichtung is shown, which for this purpose serves to transfer a cabin from a continuous circle leading to access stations to other circles. The rail switching device according to Fig. 8 contains an articulated for this purpose

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arranged transfer frame 302, which with the elevator shaft or is connected to a similar part and can be rotated about pivot pin points 304. The frame 302 is essentially U-shaped and accommodates the rotating trolleys 306, which are of the type previously indicated with the numerals 32 or later with reference to Figs. 11 and 12 are described. Such rotatable chassis 306 are assigned to each car 30 and are located on each side member of the U-shaped bent transfer frame 302. In this structure, the one shown in FIG. 9 in part As shown in plan view, the transfer zone is effective when it is desired to be a booth from a horizontal one Continuous uahn 122 to lead to an access station 310. To do this, are in conjunction with the transfer frame 302 a pair of second rail sections, not shown, which are in connection with the horizontal rail track 122 work so that when a car 30 is led away from the horizontal rail track 120 is to be, a pair of opposite sections of the rail track 122 with the car 30 from the continuous train of the Unscrew rails 122, in which case the second rails take the place of the unscrewed sections of the rail track 122 kick. This can be achieved with an apparatus which is described in FIGS. 11 and 12.

When pivoting the transfer frame 302 together with the car and the sections of rails 122, the cab 30 can be converted into a

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Position shown in dashed lines in FIG. 8 before an entry station to be loaded or unloaded. Fig. 9 shows a similar structure in which the Transfer frame 302 at little different points 304 * is stored. By using the second, previously described rail sections, the car 30 can then by means of the transfer frame 302 can be pivoted with the sections of the rails 126 to a feed station. The second rail sections take the place of the removed rail sections 122 and complete the rail track in such a way that further cars can move past the holding car.

In a modified embodiment shown in FIG. 10, those parts have those parts which have previously been used with respect to others Figures have been described retain the previously used references. The entire structure is essentially similar to that which was explained with respect to Figs. 1 to 4, with a single upwardly directed shaft for Use came. It should be understood that separate up and down shafts can be used, as well as horizontal or inclined, depending on the requirements.

The cabs of the device according to Fig. 10 can again be of the usual lift cabin design, with rotatable chassis

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Frame 32 with linear induction motors 70 can be used. The stationary landing gear frames, however, are opposite to those of the frames 42 of the devices previously described modified, namely they have an elongated frame member 150 which is attached to the cabin 30 and at the ends remote from the cabin engages in a fixed axle 152, which is in the rotating chassis 52 is rotatably mounted. In this way it is revolving Undercarriage 32 is able to rotate about axis 152 in a manner similar to the aforementioned arrangement. The rotating trolleys 32 can otherwise, for example, be designed as described for FIG. 7.

In FIG. 10, the cross rail switching device is designated by 154. This device 154 is suitable for its secure attachment to a shaft S or any other suitable device Fixing firmly arranged. Located at every access station a pair of these crossbar switching devices 154 are located in the upward and / or downward shaft, the devices being oppositely related in the manner shown in FIG. Any device 154 extends between the guide rails 16 for continuous travel and the stop rails lying next to them 24, in an opposing relationship. Each device further includes a pair of spaced apart arranged slots 156, which are one above the other and at the same height on the opposite device 154

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the. The slots 156 can either extend completely through the devices 154 or penetrate them only a little, as shown in FIG.

Second act with the cross-rail switching devices 154 Shift rails 160 and 160a together and a first rail 162. The second rails 160 and 160a are used with the guide rails 16 and the stop rails 24 to be brought into alignment or out of alignment, while the first rail 162 should always remain in alignment with the guide rail 16 or the stop rail 24. The rails 160, i60a and 162 are provided with laterally protruding sliding pieces 164 for this purpose, each of which is in one of the slots 156 the cross switching device 154 are displaceable. The rails 160, 160a and 162 are now in the cross switching device 154 movable.

The second shift rails 160, 160a can with the help of suitable, common and not shown connecting means mechanically connected to one another for common actuation be; the first rail 162 can in the same way directly or indirectly in the usual, not shown manner with a or mechanically connected to both second rails 160 and 160a be, with which all three rails form a mechanically connected, jointly working unit. On the other hand, it can also one or more of these rails directly or indirectly

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with a suitable hydraulic lifting device or the like. conventional means to keep the first rail 162 out of alignment with the guide rails 16 or the stop rails 24 to move out. Such a hydraulic lifting device, as described above, can for example attached to the well S and connected to one or more of the first or second rails 160, 160a and 162 so that when the hydraulic lifting device is actuated, as previously mentioned, it is in alignment with the guide or stop rails can be brought. It will be understood that the rails 160 and 160a are sufficiently spaced apart in this construction must be removed in order to be brought into alignment with the guide rails 16 or the stop rails 24 can; the first rail 162 is then so far removed from the second rails 160 and 160a that they are between the Guide rails 16 and the stop rails 24 can be moved back and forth. If now a car from the stop rails 24 is transferred to the guide rails 16, then it will are initially located on the stop rails 24 on the first shift rail 162. By actuating the hydraulic lifting device or the like. The first rail 162 is then closed with the rotatable running gear frame 32 from the stop rail 24 the guide rail 16, with which the second shift rail i60a is then brought into alignment with the stop rail 24 is brought out, while the other second shift rail 160 is out of alignment with the guide rail 16 to enable the first rail 162 to be connected to the

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Guide rail 16 to come into alignment. A similar process takes place when the car is released from the guide rails 16 is to be transferred to the stop rails 24. To operate this switching sequence are described before and after appropriate circuits used.

In FIGS. 11, 11a and 12, another embodiment of the invention is described in which separate cabins are used Up and down circles as well as up and stop circles are provided. It will be again for the parts that were described at previously Figures are present, the same reference numbers are used.

In FIG. 11a, the shaft S surrounds the up and down circles and the up and down circles _a . Access stations for horizontal and / or inclined loops are also assigned to the lift device Well S is a certain distance away. Between the shaft S ¹ and the shaft S there is sufficient space for the arrangement of cabins 30 CFig. 11), The shaft S ⁸ is fixed in relation to the shaft S in the usual way.

The cabins 30 are slightly modified compared to the cabins described above. The linear induction motors 170 are located inside the cabin frame and work together with linear induction rails 172 which are attached to the B -.- hcft S ¹ .

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are arranged. If desired, another of the arrangements described above can of course also be used. The cabs 30 are equipped with multidirectional guide rollers or wheels 176 which are arranged on the rotatable running gear frame 178, which in turn are connected to the cabs 30. However, it is also desirable that stabilization rollers 180, which are assigned to the cabins 30, are used in this structure. These stabilizing rollers roll on the shaft ¹ , which, as will be described later, can run horizontally or inclined.

As shown in FIGS. 11 and 11a, the shaft S is provided with several pairs of spaced guide slots. The vertically running guide slots 182 serve to guide the multidirectional guide rollers running along them the landing gear frame 178, which is located within the

Shank S ¹ are located and run along the inside of the shaft S ¹ . Four pairs of vertically extending guide slots 182 are provided on the shaft S ^{1 if, as FIG}

'Horizontal and / or inclined circles, horizontal guide slots 184 arranged at suitable intervals on the shaft S'

30th
be net in order to enable lift cabins / to be able to be transferred from the vertical shaft to the horizontal and / or inclined shaft or from the up and down circles to the up and stop circles. This horizontal guide

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Slots intersect vertically aligned slots 182 in the manner shown in Figure 11a. Normally is just a continuous guide slot 184 for the horizontal Direction provided because, as will be described below, the movement of the car is along the horizontal

is

and / or inclined shafts alternately oppositely ^f to the movement in the shaft S and the shaft ^S1.

A typical horizontal and sloping shaft is shown in Figures 11 and 11a and also forms one Embodiment of the invention. The horizontal shaft 186 may have one or more access stations 190. In In a similar manner, arbitrarily inclined circles 192 can be connected to the transport device, such as one in FIG 11a is shown in dashed lines. These inclined circles can also have one or more access stations 190 in the same way. The horizontal circles or loops are provided with a pair of spaced apart horizontally extending loop rails 194 which cooperate with the horizontal guide slots 184.

The access stations 190 are constructed in such a way that they can be used for the cabins 30 allow both continuous travel and stopping or leading out. The access stations can have a pair of guide rails 200 arranged at a distance from one another in the manner described for FIG. 10, which in connection with a first shift rail

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and a second shift rail 204 can operate. The guide rails 200 are attached to the scaffolding above the cabin 30 and may contain, for example, slots, longitudinally that the first and second rails 202 and 204 are slidable (with the aid of sliding pieces arranged on the rails and can slide in the slots as described with reference to Figure 10). The first and second Shift rails 202 and 204 are mechanically connected to one another by conventional and suitable means. Also are suitable Means are provided to move the first shift rails, for which purpose a hydraulic one is again described for FIG. 10 Adjusting device can be used. During normal operation, the lift cabins move continuously Travel along the horizontal loops 186. The first shift rail is usually in close proximity Relationship with the horizontal rails 194 allowing the cars to move over them. If so desired is that a car is stopped from the continuous journey at an access station 190, then cause the guiding. Guide rails 200, which at this moment serve as stop rails similar to the structure of FIG. 1, the pulling out the car from the position shown in Fig. 11 with dashed lines into a position shown with solid lines Position, for example with the help of the hydraulic adjusting device that moves the cabin « The hydraulic adjusting device is connected to the first shift rail 202 and guides this with the cabin into the

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in Pig. 11, the second switch rail 204 is then brought into a position aligned with the horizontal rails 194 in order to allow further cars to be driven through. With that. conversely, the car 30 is returned to the position for continuous travel, with which it can then continue its movement along the horizontal rails 194. Both sides of the horizontal loop can be provided with access stations in a similar manner, normally one side being used for movement in one direction and the other side being used for movement in the other direction, but this is not necessary. For movement along the horizontal device, the cabins can be equipped with drive means other than linear induction motors. For example, the multidirectional guide wheels 176 or the stabilizing rollers can be used to drive the cabins.

In a similar embodiment of the invention, the horizontal loops with a final structure, which is similar to that shown in Fig. 11 and which revolving transfer means on-tf-sis ^ sum transferring the Cabins from moving in the one. Direction to the movement in the reverse direction. The faoritzonale shaft can do this have a circumferential frame 212 which is a pair of substantially Misshapen frame contains- $ 4Ie articulated to the shaft or other suitable structural means of prop

- 35 -

209883/0804

direction are arranged. Each section of the transfer frame a shift rail 214 is assigned, which are also assigned to the horizontal rail loops 194. If, in this embodiment, a car is to be transferred to the rails running back, then this cabin 30, which is shown in FIG. 11 with dashed lines, is initially inside the pipe or of the loop 30 ". This movement can be made by a device be brought about, which is similar to that with respect to the horizontal access stations 190 has been described. The articulated transfer frame is then rotated as indicated by arrows 216, whereby the cabin is displaced by 180 ° and comes to the opposite side of the device. By actuation the above-described device for performing a transverse movement of the car, the car and the Shift rail assembly 214 placed so that the car is then on the other side of the horizontal loop 1J34 is drivable along.

in Fig. 12 are the arrangements of Figs. 11 and 11a shown schematically in relation to the overall function of the device. In FIG. 12, the cabins 30, which are marked with a solid line Lines are shown moving on the up and down circles. Those cabins 30 that shown in dashed lines are on the stop circles for stopping at access stations or for

209883 / n «fH -36-

.Moving along the horizontal or inclined loop devices. The continuous supply and drainage circles are connected to each other at the top and bottom inserted cross-pass circles 218 and 220. The horizontal loop devices, one of which is labeled 222 can have a rotation transition point 224, as was described for FIG. 11. It can also be a continuous Loop 226 may be provided on which the horizontal rails are drawn. On the stop rails for the and moving the cabins one or more access stations 228 may be provided.

This transport device shown in the drawings for transporting people and cargo on a continuous .Conveyor track with separate access stations is extremely advantageous. Modifications of the embodiments, of the construction and combinations of the parts shown in Description reproduced fall within the scope of the invention.

Claims; - 37

2098R3 / 08CH

Claims (18)

Patent claims: 1. Transport, in particular lifting device in the manner of a Paternosters with rail tracks that form closed loops, on which transport cabins can be guided, which serve a number of access stations, characterized in that at a distance from guide rails on through which the cabs pass evenly, stop rails arranged are that cooperate with the guide rails and are arranged in the vicinity of access stations that the cabins can be driven independently of one another in one flow direction and optionally operable actuating devices are provided with which the cabins between the guide rails and the stop rails are slidable back and forth, the ones moving along the guide rail Cabs can move past cabs transferred to the stop rails. 2. Transport device according to claim 1 with a number of vertically stacked access stations, characterized characterized in that a first elevator shaft for operating a number of access stations and a second Lift shafts are provided for operating a number of additional access stations, with the two shafts Rails are arranged which are connected to one another from lift shaft to lift shaft, and that at least one car - 38 209883/0804 movable upwards along the rails of the first lift shaft and downwards along the rails of the second lift shaft is, from the upward to downward travel on connecting rails from one shaft to the other Manhole changed. 3. Transport device according to claims 1 and 2, characterized characterized in that the cabins each move along a pair of rails and can be pivoted relative to the rails are, for which the cabin suspension consists of a first frame, which runs with wheels along the rails, wherein it follows the respective rail inclination, and that a second frame is rotatably mounted on the first frame, which The cabin can be swiveled via the boom. 4. Transport device according to claims 1 or 2, characterized in that each cabin is provided with individual drive means which the cabin along the rails move. 5. Transport device according to claim 2, characterized in that a plurality of cabins on a railroad can be moved along for continuous river and can be stopped at certain access stations. 6. Transport device according to claim Z ₉ thereby ^ ekenn- - 39 - 20988.1 / OBCH draws that the guide rails in the lift shafts for upward movement and downward movement respectively stop rails are assigned and that the cabins by means of the actuating devices from the guide rails to the stop rails and back from the stop rails to the guide rails are transferable. 7. Transport device according to claims 1 or 6, characterized in that switching means are provided which act on the cabins and the actuating devices, to keep them from a relative position vis-à-vis the leadership to guide rails and stop rails by diversion from one type of rail to the other. 8. Transport device according to claims 1 or 6, characterized in that the stop rails have sections, which are parallel to the guide rails. 9. Transport device according to claims 1 or 6, characterized in that the guide rails are a pair in Have spaced apart, continuous loops forming rail parts. 10. Transport device according to claims 1 to 6, characterized in that the guide rails are a pair in Distance from each other arranged loop-shaped rail - 40 209883 / Π804 have parts and that the stop rails include a pair of separate stop rail parts that are in are in the vicinity of an associated pair of guide rails. 11. Transport device according to claims 1, 2 or 6, characterized in that at least one linear induction motor is arranged on each individual car to drive it. 12. Transport device according to claims 1 or 6, characterized characterized in that the adjusting devices consist of crossing rails of the guide rails with the stop rails exist. 13. Transport device according to claims 1 or 6, characterized characterized in that the intersecting rail sections of the guide rails and the stop rails Adjusting devices in spaces between sections the guide rails and the stop rails are arranged and that the adjusting devices are pivotable, around a car from a guide rail and in the other direction from the stop rail to the guide rail convict » 14. Transport device according to claims 1 or 6, there- - 41 209883 / DRCU characterized in that rail strings of guide rails and stop rails in a substantially horizontal Level and a substantially vertical plane are arranged and that the access stations -a »this horizontal and arranged vertically running rail tracks opposite are· 15. Transport device according to claim 1, characterized in that the cabins and guide and stop rails Operating means are assigned which ensure that the cabins are movable on the rails and with respect to the rails are rotatable. 16. Transport device according to claim 3, characterized in that that drive means are provided on the first frame, which the car along the rails along move. 17. Transport device according to claim 3, characterized in that pressure medium actuated actuators are provided are, with which the cabin can be moved relative to the first and second frame. 18. Transport device according to claim 3, characterized in that the second frame is operationally connected to a Coupling cooperates to enable the cab - 42 209883 / ΠΒ0 4 during the sliding movement with respect to the second frame behaves in substantially the same angular relationship with respect to the rails. 19 · Transport device according to claims 1 or 6, characterized characterized in that the operating means assigned to the cabins and the actuating devices permit a shifting of the Allow the cabin with respect to the relative position of the guide rails and the stop rails by transferring from the one type of rail to the other. 209883/0804 Blank page