Transport system with connected scales and positive drive

Abstract

A transport system 1 comprises a rail track 2 and a rail-bound vehicle 3, which consists of two articulated carriages 3a and 3b. A rack 31a and 31b, respectively, is mounted on each carriage 3a and 3b. Stationary drive wheels 4 and 5, arranged along the track, transmit a torque generated by a drive module 61 to the racks 31a and 31b. At least one of the drive wheels 4 and 5 is always engaged with one of the racks 31a and 31b.

Description

TECHNICAL AREA

[0001] The application relates to a rail transport system comprising a drive line (A) with a rail section extending along the drive line and transport units movable along the rail(s), each comprising at least a first wagon and a second wagon coupled to the first wagon. STATE OF THE ART

[0002] Transportation systems, such as amusement rides with vehicles for one or more passengers, are used in various forms. Amusement vehicles are often rail-guided, such as roller coasters, whose orientation and movement along a track are predetermined. The vehicle's orientation and movement depend on its position along the track, i.e., a specific point, and on its speed or acceleration at that point. These position-dependent speeds and accelerations can be generated by controlling the vehicle's drive system.

[0003] To achieve the most direct power transmission possible, positive-locking drives are among the systems used to propel the vehicles. Typically, a rack and pinion or similar mechanism is installed along a section of the track. The vehicle is equipped with a drive module containing a gear that engages with the rack and pinion to accelerate or decelerate.

[0004] Such a system is known from patent EP2483121B1. A disadvantage of this system is that each vehicle unit must be equipped with a drive.

[0005] Mounting the drive with a positive-locking engagement outside the vehicle can lead to only one vehicle being driven in coupled vehicles, or to a lack of continuous power transmission during transitions from one vehicle to another. TASK OF INVENTION

[0006] Based on this, the object of the invention is to provide a transport system with at least two coupled carriages, in particular for use in amusement facilities, wherein a continuous, positive-locking power transmission is enabled via a drive section. TECHNICAL SOLUTION

[0007] The problem is solved by a transport system according to claim 1. Advantageous embodiments result from the features of the dependent claims.

[0008] A transport system according to the invention with rails comprises: a drive section (A) with a rail section extending along the drive section (A), transport units movable along the rail(s), each comprising at least one first car and a second car coupled to the first car, wherein at least one first rack is attached to the first car and at least one second rack is attached to the second car, at least two drive wheels arranged stationary along the drive section (A) relative to the rail, wherein the drive wheels are arranged and designed for positive engagement with the first and / or the second rack, wherein, if at least one of the racks is located in the area of ​​the drive section (A), at least the first drive wheel and / or the second drive wheel is always in engagement with one of the racks.wherein a first end of the first rack is arranged longitudinally (x) spaced apart from a first end of the second rack by a first distance (1), wherein, when one of the drive wheels is out of engagement with the first rack and the second rack, at least the other of the drive wheels is in engagement with the first rack or the second rack.

[0009] The transport system is advantageous for a number of applications, although the following description refers in some places to amusement facilities, especially roller coasters, as examples.

[0010] The term "rails" includes a single rail ("monorail"), as well as two or more rails that may be arranged side by side and / or one above the other.

[0011] The propulsion section is a section of track where the transport units are propelled as they traverse it. This propulsion can take the form of acceleration, a boost, maintaining speed, or deceleration. Specifically, the propulsion section is a straight, possibly short, section of track.

[0012] The carriages can be articulated together, so that when the direction of travel changes, one carriage swings out relative to its neighboring carriages.

[0013] However, transport systems with carriages are also conceivable (e.g., in conveyor technology) that move purely linearly along a straight track without changing direction. The need for a gap can arise, for example, from the necessity to compensate for unevenness in the rails or from the vehicle design, which does not allow the rack to protrude into the coupling area.

[0014] The racks are attached to the carriages that are to be accelerated along the drive track. In particular, at least two, and usually (almost) all, carriages along the drive track are accelerated to maximize the acceleration length. The rack or racks can be arranged laterally on one side, on both sides, or on the underside of the carriage. Correspondingly, groups of two or more drive wheels are arranged at these positions, preferably in series, i.e., offset from each other longitudinally (according to the direction of travel x).

[0015] In particular, the first rack and the second rack can be arranged parallel to each other along a straight drive path. This means that the racks can be arranged either one behind the other or parallel to each other, offset laterally.

[0016] Preferably, the first rack and the second rack are arranged one behind the other along the drive path.

[0017] The first rack and the second rack are arranged in a particularly aligned position relative to each other.

[0018] The first drive wheel and the second drive wheel are preferably arranged longitudinally (x) apart by a second distance (a), wherein the second distance (a) is greater than or equal to the first distance (1).

[0019] Since a "power jump" can occur during the power transmission transition from one carriage to the next if the coupling joint between the carriages is not backlash-free, it can be beneficial to reduce this power jump if the second wheel is still engaged when the first drive wheel engages the next carriage. The distance between the drive wheels must then be at least one tooth pitch greater than the gap, i.e., a ≥ 1 + m ∗ < π (where m = module of the gearing).

[0020] The length (z) of the first rack and / or the second rack is in particular greater than or equal to the first distance (1) between the racks.

[0021] This means that the maximum gap length (in the longitudinal direction x, i.e., the projection onto the longitudinal direction in the case of a lateral offset of the racks) between the racks 1_max is equal to the minimum rack length z_min, so that together with the carriage length w (=car start to start of next carriage) the following results: w = z + 1 bzw . z_min = 1 _ max = w / 2 = a .

[0022] Therefore, the following applies to optimizing the rack and pinion with regard to minimal weight and cost: z_min = w / 2 = 1 _ max = a_z − opt

[0023] To optimize the possible acceleration length with the largest possible a, the following applies: w = z_max + 1_min => a_max = z_max = w - 1_min (where 1_min depends on the vehicle and track geometry). Since an increased a results in a longer acceleration distance both at the initial and final interventions in the train, the possible variation in acceleration distance can be set to delta s: delta_s = 2 × a_max − a_min .

[0024] The transport system can have a drive group with at least two drive wheels, comprising the first drive wheel and the second drive wheel, wherein the drive wheels are arranged at a longitudinal distance along the travel path, wherein the drive wheels are driven synchronously and / or in a coordinated manner and / or coupled.

[0025] The synchronization of the drive wheels can be achieved via a connection to a common drive shaft or with electrically synchronized separate drive motors. In other words, the drive wheels are mechanically coupled (e.g., via a gearbox / pinion and / or belts and / or chains) or they are coordinated with each other by a control system (synchronous / matched drive of the drive wheels).

[0026] In particular, there is a gap between the first rack and the second rack in which the first drive wheel and / or the second drive wheel do not engage with the first and second racks.

[0027] The minimum gap length 1_min results from the geometric arrangement of the racks and the radii and curves to be negotiated along the track, in order to prevent a collision of the racks during travel. The distance between the racks, which can extend longitudinally and / or transversely relative to the direction of travel, is dimensioned to be at least large enough to prevent a collision of the racks in rail radii and / or curves.

[0028] The gap in a straight drive path has a length that is, in particular, n times the gear module (n = 1, 2, 3,...). If the drive gears rotate synchronously, the distance between two racks must be a multiple of the module to ensure smooth and frictionless re-engagement.

[0029] Alternatively or additionally, the transport system can have a freewheel mechanism for a disengaged drive wheel, whereby torque is only applied when the wheel is engaged with a rack. The freewheel is therefore activated as soon as the drive wheel is no longer engaged with a rack.

[0030] At least one of the carriages can have two or more racks. Multiple racks, arranged in parallel, for example, can absorb more force, proportionally to the number of parallel racks. They can also be mounted on both sides or symmetrically on the carriage to ensure symmetrical power transmission. However, this increases the number of drive wheels required.

[0031] In principle, the drive wheels can be pinions that are matched to the racks. In a particular embodiment, at least one of the drive wheels can have a plurality of rollers as engagement elements for meshing with the teeth of the racks. This allows the drive wheel to roll on the flanks of the gear teeth, thereby reducing the overall friction of the drive.

[0032] In a further embodiment of the invention, at least one of the racks can be made of a conductive material, so that it can also serve as a fin for an eddy current brake.

[0033] With the help of the invention, a continuous, positive-locking power transmission with a long acceleration path of the train is also made possible in trains with several coupled carriages via the drive track. BRIEF DESCRIPTION OF THE FIGURES

[0034] Further features and advantages of the invention will become clear from the following description of preferred embodiments with reference to the figures. These show: Figure 1 a schematic perspective view of a transport system according to the invention; Figure 2 a top view of a section of Fig. 1 ; Figure 3 Examples of the arrangement of the racks and drive wheels in a schematic top view; Figure 4 Another example of the arrangement of the racks and drive wheels in a schematic top view. DESCRIPTION OF A PREFERRED EXECUTION EXAMPLE

[0035] The Figure 1 Figure 1 schematically shows a transport system 1 according to the invention. This system has a track consisting of two parallel rails 2. The direction of travel corresponds to a longitudinal direction of the rails 2 and is indicated by the letter x and an arrow.

[0036] A rail-bound vehicle 3 consists of two cars 3a and 3b. Cars 3a and 3b each have a chassis 30a and 30b, respectively. The cars are articulatedly coupled to each other. A rack 31a and 31b, respectively, is mounted laterally on each car 3a and 3b, or on their chassis 30a and 30b.

[0037] The drive system of the transport system comprises, in addition to the racks 31a and 31b, a drive module 61 stationary along the track, which transmits torque to the transmission wheel 6 via a shaft 60. The torque is transmitted synchronously via belts or chains 7 to two drive wheels 4 and 5 arranged one behind the other with respect to the rails, which are designed to engage with the racks 31a and 31b. The drive wheels 4 and 5 can be pinions or equipped with a plurality of rollers, similar to chain links, which can roll on the flanks of the teeth of the racks 31a and 31b.

[0038] The distance between the drive wheels 4 and 5 is dimensioned such that, as long as the train (the carriages 3a and 3b, more precisely: the racks 31a and 31b) is in the drive section (which is defined by the two drive wheels 4 and 5, defining the starting and ending points as well as the drive section between them), at least one of the drive wheels 4 and 5 is always engaged with one of the racks 31a and 31b. This applies in particular when a gear, e.g., gear 5, is located in the gap between the carriages 3a and 3b. In this case, according to the invention, the other gear 4 must be engaged with one of the racks 31a and 31b.

[0039] Such a condition exists in the Figure 2 The carriages 3a and 3b are coupled together. In the illustration, the first drive wheel 4 is engaged with the first rack 31a, while the other drive wheel 5 is located at the level of the gap between the racks 31a and 31b.

[0040] The arrangement is designed such that when, in a later sequence, gear 4 is at the level of the gap, the second gear 5 engages with the other (second) rack 31b. The transition should be as smooth as possible, so it is advantageous to provide a certain temporal overlap between the engagement of the first drive gear 4 with the first rack 31a and the engagement of the second drive gear 5 with the second rack 31b during the "transfer" of engagement. This is ensured by making the distance between the contact points (axles) of the drive gears 4 and 5 greater than the gap between the racks 31a and 31b. In particular, the distance is greater by one or more gear modules.

[0041] Furthermore, the toothing in the edge areas of the racks 31a, 31b can be modified (not shown) so that the initial engagement of a pinion is made as smooth as possible.

[0042] The Figure 3 Figure 1 shows two trains, each with three coupled cars 3a, 3b, and 3c. Specifically, the racks 31a, 31b, 31c; 31a' 31b', 31c' are arranged flush or aligned on both sides in the configuration shown above. The two sets of racks 31a, 31b, 31c; 31a' 31b', 31c' are arranged parallel to each other to minimize the torque exerted on the car structure and the drive wheels 4, 5; 4', 5' by the driving force. The number of racks per car is arbitrary, depending on the application. The more racks used per car, the greater the driving force that a given rack size can absorb. The torque to be transmitted is determined, among other things, by the rack module and the rack width.

[0043] As shown in the lower illustration of the Figure 3As shown, laterally offset racks are also conceivable. However, this requires the use of additional drive wheels 8, 8'. One advantage of this arrangement is that the gap between the cars 3a, 3b, 3c could be smaller, since the lateral offset helps to prevent the racks from colliding with each other in track radii. Furthermore, it can also be advantageous to keep the individual racks relatively short, thus saving car weight, energy, and costs.

[0044] The Figure 4 shows the train from the Figure 3Above, however, with length specifications for the most important dimensions. Here, w is the carriage length (e.g., from the front to the front of the next carriage), z is the rack length, a is the distance between the drive wheels 4, 5, 1, and the distance (gap) between the racks 31a, 31b. The following relationships apply to ensure that during acceleration at least one drive wheel 4, 5 is always engaged with a rack 31a, 31b, 31c: a > = 1 , vorzugsweise a > = 1 + m ∗ π (with m = module of the gearing) z > = a

[0045] Taking into account the vehicle length, a basic arrangement applies, as it is in the Figure 4 The following is outlined: w = z + 1 bzw . z_min = 1 _ max = w / 2 = a

[0046] The following applies to the optimization of the rack with regard to minimal weight and cost: z_min = w / 2 = 1 _ max = a_z − opt

[0047] To optimize the possible acceleration length with the largest possible distance a, the following applies: w = z_max + 1_min => a_max = z_max = w - 1_min (where 1_min depends on the vehicle and track geometry). Since an increased a results in a longer acceleration distance both at the initial and final interventions in the train, the possible variation in acceleration distance can be set to delta s: delta_s = 2 × a_max − a_min

Claims

1. Transport system (1) with rails (2), comprising: a drive line (A) with a rail section extending along the drive line (A), transport units (3a, 3b) movable along the rail(s) (2), each comprising at least one first carriage (3a) and a second carriage (3b) coupled to the first carriage (3a), wherein at least one first rack (31a) is attached to the first carriage (3a), and at least one second rack (31b) is attached to the second carriage (3b), at least two drive wheels (4, 5) arranged stationary along the drive line (A) relative to the rail (2), wherein the drive wheels (4, 5) are arranged and designed for positive engagement with the first and / or the second rack (31a, 31b), wherein, when at least one of the racks (31a, 31b) is located in the region of the drive line (A),at least the first drive wheel (4) and / or the second drive wheel (5) is always in engagement with one of the racks (31a, 31b), wherein a first end of the first rack (31a) is arranged at a distance (l) from a first end of the second rack (31b) in the longitudinal direction (x), wherein, when one of the drive wheels (4, 5) is disengaged from the first rack (31a) and the second rack (31b), at least the other of the drive wheels (4, 5) is in engagement with the first rack (31a) or the second rack (31b).

2. Transport system (1) according to claim 1, characterized in that the first rack (31a) and the second rack (31b) are arranged parallel to each other along a straight drive path.

3. Transport system (1) according to claim 1 or 2, characterized in that the first rack (31a) and the second rack (31b) are arranged one behind the other along the drive path.

4. Transport system (1) according to one of the preceding claims, characterized in that the first rack (31a) and the second rack (31b) are arranged in alignment with each other.

5. Transport system (1) according to one of the preceding claims, characterized in that the first drive wheel (4) and the second drive wheel (5) are arranged at a distance (a) from each other in the longitudinal direction (x), the second distance (a) being greater than or equal to the first distance (1).

6. Transport system (1) according to one of the preceding claims, characterized in that the length (z) of the first rack (31a) and / or the second rack (31b) is greater than or equal to the first distance (1) between the racks (31a, 31b).

7. Transport system (1) according to one of the preceding claims, characterized in thatthe transport system has a drive group with at least two drive wheels, comprising the first drive wheel (4) and the second drive wheel (5), wherein the drive wheels (4, 5) are each arranged at a longitudinal distance along the travel route, wherein the drive wheels are driven synchronously and / or in a coordinated manner and / or in a coupled manner.

8. Transport system (1) according to one of the preceding claims, characterized in that there is a gap between the first rack (31a) and the second rack (31b) in which the first drive wheel and / or the second drive wheel do not engage with the first and second racks (31a, 31b).

9. Transport system (1) according to claim 8, characterized in that the gap has a length of n times a gear module (n = 1, 2, 3,...).

10. Transport system (1) according to one of the preceding claims, characterized in thatthe transport system (1) has a freewheel circuit for a non-engaging drive wheel (4, 5), wherein the drive wheel (4, 5) is only subjected to a torque when it engages with a rack (31a, 31b).

11. Transport system (1) according to one of the preceding claims, characterized in that at least one of the carriages (3a, 3b, 3c) has two or more racks (31a, 31a', 31b, 31b`, 31c, 31c`).

12. Transport system (1) according to one of the preceding claims, characterized in that at least one of the drive wheels (4, 5) has a plurality of rollers as engagement elements for engaging in the toothing of the racks (31a, 31b).

13. Transport system (1) according to one of the preceding claims, characterized in that at least one of the racks (31a, 31b) is made of a conductive material.

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